MAN B&W

MOP DESCRIPTION 1008

MAN Diesel & Turbo
Teglholmsgade 41
DK-2450 Copenhagen SV
Denmark
branch of MAN Diesel & Turbo SE, Germany
Technical Documentation Low-speed (GMD1-CPH)

50-98ME/ME-C

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MAN B&W Table Of Contents

703-08 Engine Control System, 50-108ME/ME-C Engines 5

P70317 Engine Control System Diagram 9
703-09 MOP Description 11
P70319 MOP Overview 16
703-14 Alarm Handling on the MOP 17
703-15 Engine Operation 23
703-16 Auxiliaries 41
703-17 Maintenance 49
703-18 Admin 61
P70320 MOP Alarm List 67
P70321 MOP Event Log 69
P70322 MOP Manual Cut Out List 73
P70323 MOP Channel List 75
P70324 MOP Operation 77
P70325 MOP Status 83
P70326 MOP Process Information 87
P70327 MOP Process Adjustment 89
P70328 MOP Cheif Limiters 93
P70329 MOP Hydraulic System 97
P70330 MOP Scavenge Air 105
P70331 MOP Cylinder Lubrication 115
P70332 MOP System View I/O Test 117
P70333 MOP Invalidated Inputs 121
P70334 MOP Network Status 123
P70335 MOP Set Time 125
P70336 MOP Version 127
P70348 MOP Function Test 129
P70349 MOP Trouble Shooting 138

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 Engine Control System, 50-108ME/ME-C
MAN B&W Engines 703-08

1. Important!

Please note that access to the areas of the MOP computer behind the user
interface screens shown in the appendix of this manual, is restricted to personnel
authorised by MAN Diesel & Turbo.
Altering items in the restricted area of the MOP may result in engine failure.

2. General

The Engine Control System (ECS) consists of a set of controllers, see Plate 70317.

Briefly described, the functions of the controllers are:

EICU The Engine Interface Control Units handle the interface to external systems.
ECU The Engine Control Units perform the engine control functions: engine speed,
running modes and start sequence.
ACU The Auxiliary Control Units control the pumps of the hydraulic system unit and
the auxiliary blowers.
CCU The Cylinder Control Units control the ELFI/ELVA and FIVA valves, starting air
valves, and the ME cylinder lubricators.
SCU The Scavenge Control Unit controls both the Exhaust Gas Bypass (both on/off
as well as variable bypass) and VT- Variable Turbocharging. (Optional)
MOP The engineers’ interface to the ECS.

Normal Working Sequence

The following is an example of how the control units of the ECS work together during
normal operation.

EICU

The EICUs receive navigational inputs from the control stations and select the active sta-
tion based on signals given by the ‘Remote Control’ system.

The main navigational command is the speed set point (requested speed and direction of
engine rotation).

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 Engine Control System, 50-108ME/ME-C
703-08 Engines MAN B&W

The main navigational command is the speed set point (requested speed and direction of
engine rotation).

In the EICUs the raw speed set point is processed by a series of protective algorithms.
These ensure that the speed set point from which the engine is controlled is never harm-
ful to the engine. An example of such an algorithm is the ‘Barred speed range’.

Now the processed speed set point and the selected engine running mode request are
available via the control network to be used by the ECUs as a reference for the speed
control and engine running mode control.

The two redundant EICU units operate in parallel.

ECU

The engine speed control requires that the amount of fuel is calculated for each cylinder
firing. The calculation made by the speed controller (ECU) is initiated in relation to the
crankshaft position, so that the execution is started just in time to make the fuel injection.
This is controlled by the tacho function.

The output from the speed controller is a ‘request for fuel amount’ to be injected for the
next combustion. This request is run through different protective algorithms – the fuel
limiters – and the ‘resulting amount of fuel command’ is produced.

Based on the algorithm of the selected engine running mode, the injection profi le is
selected, the timing parameters for the fuel injection and exhaust valve are calculated
and the pressure set point for the hydraulic power supply derived.

Based on the user input of fuel sulphur content, minimum feed rate etc., the resulting cyl-
inder lubrication feed rate for each individual cylinder unit is calculated.

The resulting amount of fuel command, the requested fuel injection profile, the timing
parameters and the resulting cylinder lubrication feed rate amount are all sent to the CCU
of the cylinder in question via the control network. Likewise, the hydrulic pressure set
point is sent to all ACUs.

For redundancy purposes, the control system comprises two ECUs operating in parallel
and performing the same task, one being a hot stand-by for the other. If one of the ECUs
fail, the other unit will take over the control without any interruption.

CCU

In appropriate time for the next firing, the CCU ensures that it has received new valid
data. Where after the injection profile start angle is set up using the tacho function.

On the correct start angle the injection is initiated and is controlled according to the fuel
amount command and the injection profile command.

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 Engine Control System, 50-108ME/ME-C
MAN B&W Engines 703-08

When the injection is completed, the exhaust open and close angles are set up using the
tacho function and the exhaust valve control signal is then activated on the appropriate
crank angles.

The cylinder lubricator is activated according to the feed rate amount received from the
ECU.

All of the CCUs are identical, and in the event of a failure of the CCU for one cylinder,
only this cylinder will automatically be put out of operation. (Running with cylinders out of
operation is explained in Chapter 704-04.

ACU

The ACUs control the pressure of the Hydraulic Power Supply system and the electrical
start-up pumps using the ‘Pressure Set point’ given by the ECUs as a reference. Further-
more the start and stop of the auxiliary blowers are controlled according to the scavenge
air pressure.

The control of the auxiliary equipment on the engine is normally divided among the ACUs
so that, in the event of a failure of one unit, there is sufficientredundancy to permit con-
tinuous operation of the engine.

MOP

The Main Operating Panel (MOP) is the main information interface for the engineer oper-
ating the engine. The MOP communicates with the controllers of the ECS over the Con-
trol Network. However, the running of the engine is not dependant on the MOP, as all the
commands from the local control stations are communicated directly to the EICU’s/ECS.

The MOP is located in the engine control room. It is a PC with a touch screen as well as a
trackball from where the engineer can carry out engine commands, adjust the engine
parameters, select the running modes, and observe the status of the control system. A
back-up MOP is also placed in the engine control room (see Section 703-09 for detailed
MOP-description).

Control Stations

During normal operation the engine can be controlled from either the bridge, the engine
control room or the Local Operation Panel (LOP).

The LOP control is to be considered as a substitute for the previous Engine Side-Control
console mounted directly onto the MC-engine.

The LOP is as standard placed on the engine.

From the LOP, the basic functions are available, such as starting, engine speed control,
stopping, reversing, and the most important engine data are displayed.
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 Engine Control System, 50-108ME/ME-C
703-08 Engines MAN B&W

To start and run the engine from the LOP, some conditions have to be fulfilled. Next to
the LOP, a nameplate (containing the text, highlighted below) is placed. The name plate
comprises the conditions that have to be fulfilled before start.

In order to start/stop and operate the main engine from the

Local Operation Panel (LOP), Localcontrol must be selected
as the active control station. This is normally done via the
request / acknowledge facility of the Remote Control System.
However, it is possible to override the normal change-over
procedure by means of the ‘Forced Take Command’ push
button. Activating this button will force the control to the local
control station.

Before start, the hydraulic oil pressure must be higher than

150 or 205 bar, depending of the hydraulic system is at 200 or
300 bar. After shut down, the pressure has to be rebuild
which may take 60 - 120 seconds.

To stop the engine: Activate STOP

(and reset shut down)

To start the engine: Change from STOP to START

If the auxiliary blowers are running, the Engine Control System

will start the main engine automatically without delay.

If the auxiliary blowers are stopped, the Engine Control Sys-

tem delays the start until the auxiliary blowers are started and
running. Then, the Engine Control System will start the main
engine automatically.

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 Engine Control System Diagram Plate 70317
MAN B&W

Lubricator Lubricator

When referring to this page, please quote Plate 70317 Edition 0004 Page 1 (1)

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MAN B&W MOP Description 703-09

1. Main Operation Panel (MOP) (Overview)

The MOP is the Human Machine Interface (HMI), through which the Engine Control
System (ECS) and thus the ME engine is operated. The HMI is described in sec-
tions 703-14 through 703-18.

The MOP is basically a marine approved and certified PC with 24DC supply and
touch screen.

An actual installation comprises of two MOPs where both are placed in the en-
gine control room (ECR). Typically MOP A is placed in a console opposite the
manoeuvring handle (the normal operation position) and MOP B on a desk. The
two MOPs are operationally fully redundant to each other. Though some of the
more advanced troubleshooting facilities are only available on MOP B. Normally
only MOP B has a keyboard connected.

1.2.7 Creating Screen Dumps

Creating screen dumps can be carried out on a MOP with an attached keyboard.
To create a screen dump go to the screen in question and, press the [Prt Scr ]
button on the keyboard to capture the screen.
Press Crtl + Esc to gain access to the windows menu and open a program like
Wordpad or Paint and press Paste to copy the screen dump into the program.

1.1 Description
MOP A has no keyboard or mouse. Both may optionally be equipped; a trackball
typically replaces the mouse.

A keyboard is essentially not required during normal engine operation and a virtual
keyboard is displayed in case textual input (e.g. password) is needed.

Instead of traditional use of a mouse, the operator touches the graphic elements
on the screen in order to interact with the ECS.

1.2 Service kit

The MOP comes with a service kit. The kit comprises of a CD-ROM drive (if not
build-in), a keyboard and a CD with the operating system, and is setup specifically
for this PC type.

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703-09 MOP Description MAN B&W

1.3 Issues to both MOP type

1.3.1 Ethernet connections

Only MOP B may be connected with an Ethernet connection to other systems
such as CoCoS-EDS. Special care must be taken when connecting to networks of
any kind to avoid virus and worms on the MOP. Connection to other systems is il-
lustrated on plate 70319 fig 1.

1.3.2 Unauthorised software

DISCLAIMER: MAN Diesel disclaim responsibility for any event or condition that
originates from installation of unauthorised software. This includes, but is not lim-
ited to, virus.

To emphasize the disclamer, yellow stickers are placed at suitable places on the
MOPs.

If it is necessary to extract data from a MOP, it is recommended to

NOTE use the in-build CD-Rom burner, instead of a USB-stick.

1.3.3 Control Network

Each MOP is connected to the ECS by means of the Control Network that inter-
connects the nodes in the ECS. Control Network is implemented as two inde-
pendent networks for redundancy as shown on Plate 70332.

1.3.4 Maintenance
Normal PC maintenance tools and cleaning detergents apply.

1.4 Software Scope of Supply

There are three different types of software supplied with the ECS:

1.4.1 Operating System

1.4.2 Engine Control System

1.4.3 Service Parameters

This software is either stored on a set of CD-ROMs or on a pair of USB sticks. In

either case it is important that the software is stored in a proper place where it is
accessible and can be found on request. The recommended storage place is to-
gether with the engine manual.

In case the software is stored on USB sticks these might be equipped with a

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MAN B&W MOP Description 703-09

Read/Write selector. This switch should normally always be set to Read.

In addition to the above there will also be the following two types of software as a
part of the software supply:

1.4.5 CoCoS EDS

1.4.6 PMI software

These last two types of software are not to be installed on the MOPs, but instead
on a separate PC (see plate 70319 fig. 1). However having these programs running
correctly is essential to achieving optimal performance of the engine and ECS.
Both of these programs include user manuals and instructions together with their
installation.

1.4.1 Operating System

The Operating System is the software that is used for the MOPs. This is an
embedded version of Windows XP. This is normally preinstalled by the MOP sup-
plier and delivered together with the MOP hardware.

1.4.2 Engine Control System

The Engine Control System is a set of applications installed on the MOPs that
enable them to perform their main function, i.e. it turns them into the MOPs.
A very important aspect of the Engine Control System is the version (e.g. “1008-
4.1” or “0905-8.2”). It is critical that the version of the software stored on USB/
CD-ROMs is the same version that is currently installed. The currently installed
version can be seen on the Version Screen on the MOPs (this screen is described
in more detail in section 703-18).

Always ensure the version of the installed ECS matches the version
NOTE of ECS stored onboard.

1.4.3 Service Parameters

The Service Parameters software functions of a backup in case of major system

failure. Normally it should not be used as the MOPs automatically store backup
versions of the parameters from the MPCs.

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703-09 MOP Description MAN B&W

1.4.4 Use Cases for Software

The two normal use cases for the software stored onboard are:

A. The replacement of a MOP (by crew)

B. Service visit including update of parameters and/or ECS version

For case A (a new MOP) the Operating System will normally be preinstalled, so
when the MOP powers up it will seem identical to a standard Windows PC. The
task is then to install the Engine Control System.

This is done by inserting the software medium (USB or CD-ROM) into the PC and
then locating the correct install script. There will normally be two options: “in-
stall_mopA_XPE.bat” and “install_mopB_XPE.bat”. These are both placed on the
same CD-ROM/USB. It is important to select the script matching the MOP being
installed.

After successful completion of the installation (follow the on-screen instructions)

the MOP main application can be started using the “Start MOP” option in the
Windows Start menu.

After starting this application the MOP will automatically acquire configuration in-
formation and parameter backups from the MPCs.

For case B (service visit where parameters and/or ECS version is changed) it is
important that the visiting service engineer ensures that the ECS version and
service parameters stored onboard are still correct. This either means supplying a
new set of CD-ROMs or updating the data on the USB stick (momentarily chang-
ing the Read/Write selector to Write).

1.4.5 CoCoS EDS

This software is used for the data logging program that is collecting data from
the ECS. It is to be installed on the same PC that is running the PMI software.
Always ensure that this software is running correctly since this will greatly en-
hance the options regarding troubleshooting and faultfinding available.

Since the CoCoS EDS interfaces to the ECS for data logging it is important to
ensure that the versions are compatible. For instance in case of an update of the
ECS, make sure that CoCoS EDS is also updated.

The program DatGat is included with the CoCoS EDS software. This program is a
valuable tool for extracting data from the ECS for use during troubleshooting. In-
structions on how to use DatGat is included with the installation.

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MAN B&W MOP Description 703-09

1.4.6 PMI Software

The PMI software comes in one of two versions: As minimum an offline version is
delivered with the ECS. Alternatively the engine may be equipped with PMI Auto-
tuning. In either case the PMI system is a valuable tool for performance measure-
ments and as a basic for engine adjustments.

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 MOP Overview
Plate 70319
MAN B&W

Alarm
MOP A
System
Engine Control
System

MPC´s : CCU Slow Down

MOP B ECU Function
ACU
EICU
SCU
(optional)
Shut Down
PMI PC Function
CoCoS- PC

Safety
System

Remote Control
System

When referring to this page, please quote Plate 70319 Edition 0004 Page 1 (1)

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MAN B&W Alarm Handling on the MOP 703-14

1. HMI (Human Machine Interface)

The HMI consists of four fixed areas always shown. See Plate 70319 Fig. 2 page
15.

1. An Alarm Status Bar showing the oldest non-Acknowledged alarm and

Alarm status at the top of the screen.

2. A Navigation Bar at the right side of the screen.

3. A Toolbar at the bottom of the screen.

4. A Screen area (rest of the Screen)

The HMI operates with two password levels, which are Operator level and Chief
level.

Operator level:
From the Operator level is it not possible to set any parameters.
It is for normal operation and monitoring only.

Chief level:
In addition to the Operator level, this user level has privileges to set parameters
(setpoints,engine states and engine modes). A password must be supplied in or-
der to access Chief level.

There is no limit in the number of unsuccessful attempts to enter the correct

password. The password is hard coded in the system and can therefore not be
changed.

2. Alarm System
The alarms on the MOP panel are all related to the Engine Control System.

On plate 70319 fig. 1 is shown the ECS and the possibilities to communicate with
the ordinary alarm system, and the safety system. These three systems are able
to interact with each other i.e. in case of a slow down and a shut down.

The shut down and slow down can be divided into two kinds – cancellable and
non-cancellable.

If a cancellable shut or slow down occur the safety system will release an alarm
prewarning and after timeout of the prewarning periode activate the shut/slow
down.

If a non-cancellable shut or slow down occur the safety system must release the
shut or slow down immediately.

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703-14 Alarm Handling on the MOP MAN B&W

3. Alarm Handling
Alarm handling is carried out from one of the following four screens

1.1 Alarm List

1.2 Event Log

1.3 Manual Cut-Out List

1.4 Channel List

These four Alarm Handling screens can be accessed via the secondary navigator
by pressing the “Alarms” button in the main navigator. When pressing this but-
ton, the latest selected alarm screen will be shown on the screen. If no screen
has previously been selected, the “Alarm List” is shown. The screen can then be
changed via the secondary navigator.

3.1 Alarm List (See Plate 70320)

The Alarm List contains the central facility of the Alarm Handling, allowing for dis-
play, acknowledgement and cut-out of raised alarms. Detailed alarm explanation
can be accessed for each of the alarm occurrences.

The alarms are displayed in chronological order, with the latest alarm at the top.

The Alarms might be grouped by the ECS if they are related to the same cause
in order to simplify the overview of the alarm list. The group can be expanded by
selecting a group and pressing the -/+ button on the toolbar. Not all alarms are
grouped.

If there are too many alarms to be displayed at the same time on the screen, the
remaining alarms can be accessed by pressing the Page-up/Page-down buttons
on the Toolbar.

Alarms presented in the alarmlist can be found in three states:

1. Alarm non acknowledged

2. Alarm acknowledged

3. Normal non acknowledged

An alarm can only appear as one line in the alarm list. An acknowledged alarm
going into normal or an alarm in the normal state being acknowledged, is immedi-
ately removed from the list.

Acknowledgement of a single alarm or all alarms is allowed on both levels

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MAN B&W Alarm Handling on the MOP 703-14

(operator or chief) from the “Ack“/“All” buttons on the toolbar at the bottom of
the screen. (When pressing “Ack“/“All” only the alarms visible on the screen are
acknowledged).

To see a detailed alarm explanation, press the relevant alarm line.

The alarm line is then surrounded by a thick blue line showing that it has been
selected. By pressing the button “Info” on the Toolbar, a window will appear just
above the Toolbar. This window contains:

• Description
• Cause
• Effect
• Action
So the engineer is able to start troubleshooting on this particular alarm (The de-
tailed alarm explanation is removed by pressing the same “Info” button).

3.1.1 Alarm Line Fields, Colours and Symbols (See Plate 70320)

Each alarm line is divided into the following fields:
Ack. The acknowledgement status field of non-acknowledged alarms contains an
icon toggling between two states, alerting the operator of a non-acknowledged
alarm.

The status of the alarm can also be identified by the background colour as well as
the graphical identification in the Acknowledgement field on the Screen as shown
below.

Non-Acknowledged alarm in alarm state

Non-Acknowledged alarm in normal state

Transition from Non-acknowledge to acknowl-

edge of an alarm in alarm state

Acknowledged alarm in alarm state

Unacknowledged alarm is cut out

Alarm was previously unacknowledged in nor-

mal state. Now the state is not available
Alarm was previously unacknowledged in alarm
state. Now the state is not available
Transition from Non-acknowledge to acknowl-
edge of an alarm in normal state
Alarm is acknowledged in normal state, and in
the process of being removed from the alarmlist

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703-14 Alarm Handling on the MOP MAN B&W

At the upper right corner of the screen four small icons are shown which are (from
left to right):

Number of non-acknowledged alarms

Number of active alarms

Number of Manual Cut-out alarms

Number of invalidated channels

From the toolbar at the bottom of the Alarm List screen, alarms can be cut-out.
This feature is described in details in Section 3.3.

Description. This field contains the alarm text (e.g. »HCU oil leakage«)

Status. This field shows the status of the alarm as one of the following:

• Normal
• Alarm
• Low
• High
• Not available
• Auto cut-out
• Manual cut-out

ID. This field contains a unique alarm identity. (e.g. ECUA_010112). This ID must
always be used for reference and reporting.

Time. This field shows the time of the first occurrence of the alarm, no matter the
status changes. The time is shown in hours, minutes, seconds and 1/100 sec.
(e.g.13:47:02.56)

3.2 Event Log (See Plate 70321)

The event log can be used for viewing the history of events and to support the
operator in troubleshooting. Events stay in the log even after they have been ac-
knowledged and are no longer active. Alarms are logged with three events in the
Event Log. The events are Alarm, Normal and Acknowledged. There can be up to
1 million events logged in the event log.

The events are stored in a database on the MOP’s hard disc with both local and
UTC time stamps. If more than 1 million events are logged, the oldest events are

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MAN B&W Alarm Handling on the MOP 703-14

discarded.

Each event (with the most recent event on top) is shown as a single line and each
event line is divided into the following fields:

ID Unit Tag. This field contains a unique event identity.

Date. This field contains the date of the event.

Time. This field shows the time of the event. The time is shown in hours, minutes,
seconds and 1/100 sec.

Description. This field contains the alarm text (e.g. »HCU oil leakage«).

Status. This field shows either Normal or Alarm.

MCo. Shows whether the alarm is Manual Cut-Out or not.

ACo. Automatic Cut-Out.

Ack. The alarm is acknowledged.

3.2.1 Searching for an event from a specific date and time or by tag number.
This feature can be helpful when extracting information to external parties or when
investigating an event.

When scrolling up or down on the Event Log screen is not sufficient, it is possible
to search for a specific event by tag number by pressing the button “Unit/Tag Fil-
ter”. When an alarm occurs, it is given a tag number that is stored together with
the alarm event. By writing this number in the dialog box and pressing “Apply” the
alarm event is shown on the screen.

Similarly, the button “Time Span Filter” sorting can be selected.

Enter the from/to date and time in the toolbar by using the popped up keyboard.
Press “Apply” to execute. Note that the entered time has to be in UTC time. As a
result the events, inside the selected timespan to the specified date and time, will
be selected and shown on the screen.

From the button “Go to Time/Date”, events which took place at/on a specific time/
date can be displayed. Note that the entered time has to be in UTC time.

When a filter is no longer needed, remember to remove it (by pressing the button
again), otherwise it might seem like the event log is frozen and does not receive
new events.

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703-14 Alarm Handling on the MOP MAN B&W

3.2.2 Exporting the eventlog.

From the toolbar “Export Event Log”, displayed when the “Export” button is
pressed, it is possible to print a copy of the Event Log or make a back-up Dump
used for information to external parties or the engine crew themselves.

Should external parties ask for an Event Log record (for trouble shooting pur-
poses), the Event Log record can be saved on a USB memory stick (or Hard Disc
Drive if no USB memory stick is available) as a zip file. Be aware of the risk of us-
ing USB-sticks generally.

The file name will be: EventLog<DateTime>.zip when the file is saved on a USB-
memory stick.

(Is the Event Log dumped to a USB memory stick (or Hard disc Drive) the file
name will be: EventLogDump<DateTime>.zip).

In both cases the DateTime is the UTC time when the file was saved.

The USB memory stick (containing the zip file) can then be handcarried to the
ships mail PC and the zip file mailed to external parties for evaluation.

3.3 Manual Cut-Out List (See Plate 70322)

Manual Cut-Out of alarms may be used, for instance, if the engineer has observed
a failure of a sensor that is not detected automatically (see below) or if, for in-
stance, a Tacho pick-up is failing (the engine running on the redundant Tacho sys-
tem) and is continuously giving an alarm and cannot be replaced immediately.

Alarms are sometimes cutted-out automatically. Automatic cut-out may be used

by the system to suppress alarms which are unimportant in specific states, e.g.
when a sensor is invalidated by the operator.

The manually cut-out alarms are shown in a separate list, which can be accessed
from the navigation bar. The manual cut-out screen is in functionality equivalent to
the channel list screen. An alarm can be cut-out manually from the screens Alarm
List, Manual cut-out List or Channel list.

All alarm channels that have the status “Manual cut-out” are shown in the manual
cut-out screen.

Removing (“Re-activating”) an entry from the Manual cut-out list is done by high-
lighting the alarm(s) involved on the screen and thereafter pressing the button
“Reactivate” in the toolbar.

3.4 Channel List (See Plate 70323)

The channel list screen contains status information of all alarm channels within the
ECS, no matter the status of the individual alarm channel. As default, the alarm
channels are listed in tag-name alphabetic order. From the channel list screen, it is
possible to cut out (and re-activate) alarm channels.

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MAN B&W Engine Operation 703-15

1. Engine
Engine operation and adjustment is carried out from one of the following five
screens, some of which are divided further into subscreens :

1.1 Operation

1.2 Status

1.3 Process Information

1.4 Process Adjustment

1.5 Chief Limiters

Screens 1.1, 1.2 and 1.3 are related to engine start-up preparations and daily run-
ning, 1.4 and 1.5 are related to engine adjustments.

The operator can access these five operation and adjustment screens via the sec-
ondary navigator by pressing the Engine button in the main navigator.

On the screen, the displays which can be activated (i.e. pushed like a button) are
shown in 3-D graphic and the inactive displays are in 2-D graphic. Once activated,
the display is highlighted with a blue line at the outer circumference

1.1 Operation (See Plate 70324)

Operation is the main screen for control of the engine during voyage.

On this screen, “prepare start” can be performed and “slow turn” can be enabled
before start of the engine.

Plate 70324 shows the full screen. In the following, a detailed description of the
individual fields will be given.

1.1.1 Main State

The main state field contains 3 status fields indicating the current sub-telegraph
command states and the states of the engine.

The background colours on the graphics are specified as:

• Blue = Normal state

• Yellow = Warning state
• Red = Alarm state
• Grey/dimmed = Not in use.

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The top field indicates the current sub-telegraph command state, which
can be one of the following:
• FWE (Finished With Engine)
• Standby
• At Sea
The middle field indicates the states of the engine:

• (Blank)
(engine is correctly operative or blocked according to the sub-telegraph
command)
• Engine not blocked (with yellow background): if top field is FWE, and not
all conditions are fulfilled.
• Engine not ready (with yellow background): if top field is Standby or At
Sea, and not all conditions are fulfilled.

The cause of the states “Engine not blocked” or “Engine not ready” can be seen
in the Status screen, Plate 70325, in the field Start Conditions.

The bottom field indicates, with yellow or red warnings, the following four states :

• (Blank) (engine is ready and increased limiter inactive)

• Increased limiter (yellow) is shown when active, (and engine status is not
FWE, and neither Start Blocked or Shut down status is active). Increased
limiter is a warning condition.
• Start Blocked (red) is shown when active, (and engine status is not FWE,
and Shut down status is not active). Start Blocked is an alarm condition.
• Shut down (red) is shown when active. Shut down is an alarm condition.

1.1.2 Command [RPM]

The command indicator button contains six or eight status fields. Two fields high-
lighted, indicating the current active control station (Bridge, ECR or LOP) and the
actual speed command setting for each of the control stations. The actual se-
lected control station is indicated by dark blue (normal selection) or yellow (take
command) see below.

The Bridge Control and ECR stations are parts of the RCS (Remote Control Sys-
tem). Only one control station at a time is active.

The active control station is normally selected via the RCS request acknowledge-
system. However, the selection may be overridden from either the ECR or LOP by
the “take command” buttons, which are wired directly to the ECS (Engine Control
System) and situated on the control station panels.

If the active control station selection is inconsistent, the ECS keeps the last valid
active control station as the active station, until a new valid selection is available

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MAN B&W Engine Operation 703-15

(possibly a “take command”).

In the event the “take command” signals from both the ECR and the LOP are se-
lected simultaneously, the LOP has first priority and is selected.

1.1.3 RPM Fine Adjust

By pressing the Command [RPM] button, a RPM Fine Adjust toolbar is displayed.
It allows the RPM setpoint to be adjusted in operator level. E.g. if the speed com-
mand setpoint is 83.8 RPM, it can be fine adjusted to 84 RPM. Moving the handle
will disable the fine adjustment mode.

NOTE RPM fine adjustment can only be performed in ECR Command mode.

1.1.4 Running Mode and Governor Mode

The engine running mode and governor mode buttons each contains a status field
indicating the current active running and governor modes.

Changing the running mode is done by pressing the running mode button. This
brings up a toolbar. On the toolbar, the current running mode is selected.

The running modes are typically Economy and Emission. However, additional
modes (TC Cut Out and Custom) may be available. If only Economy mode is avail-
able, the mode selection is not usable (dimmed).

The governor mode can be either RPM Control, Torque Control or Index Control.

Changing governor mode is done similar to changing running mode.

1.1.5 Governor Mode

The speed controller can be requested to calculate the fuel index according to
various methods.

Each method is referred to as a ‘Governor Mode’, and they represent various tol-
erances for maintaining the engine speed equal to the set point during load and/or
set point variations.

For normal operation the following two modes are available:

• RPM control:
‘Speed’ mode - provides the most rigid speed control, leading to large fuel
index variations.

• Torque control:
‘Torque’ mode – the speed control is dampened when the speed is close
to the required speed, providing speed control without large index varia-

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tions, but allowing larger speed variations.

A third mode exists for test purposes:

• Index control:
‘Fixed Fuel Index’ Mode – A test mode where the index is kept
constant as long as the speed is within a preset range. Only
if the speed drifts outside this range, will the speed controller
become active and regulate the index.

1.1.6 Pressure Indicators

The pressure indicators consist of a bar graph and a status field.

Both the bar graph and the status field indicate the pressure of the medium.

1.1.7 Auxiliary System Status Indicators

The system status indicators display information of the operation mode of the
auxiliary systems controlled by the ME ECS. These are all indicators and do not
allow changing mode or status. Possible control is made on the screens for the
actual systems. Indicators are:

• HPS (Hydraulic Power Supply): Manual, Auto

• Lubricator: Running Stopped, Prelube, LCD (Load Change Dependent) On
• PTO (Power Take Out): Off, Allowed Request, Request (with yellow and
warning if a parameter for switching on the PTO is not fulfilled) and
Permission.
Optional, only if the engine has PTO.
• Auxiliary Blowers represented by two status fields, one indicates the op-
eration mode, which can be Auto or Manual. The other indicates the cur-
rent status of the blowers, which can be Stopped, Starting, Running or
Failed.
• Var.XBP (Variable Exhaust Gas Bypass): percentage open.
Optional, only if XBP is installed.
• On/Off XBP (Exhaust Gas Bypass): Open or Closed.
Optional, only if XBP is installed.
• VT ( See separate manual for Variable Turbocharging System)
Optional, only if VT is installed.

• WHR (Waste Heat Recovery) : Off, Allowed, Request, Request (with yel-
low and warning) and Permission. The WHR Is ready for use when »Al
lowed« is shown(see Plate 70324).
Optional, only if WHR is installed

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1.1.8 Start Status Indicator

The start status indicator consists of a single display, showing information on the
status of a start attempt.

The status shown can be one of the following:

· Stopped

· Running

· Repeated Start (yellow)

· Slow Turn Failed (red)

· Start Failed (red)

1.1.9 Speed [RPM]

The speed indicator consists of a bar graph.

The set point and the actual running speed of the engine are shown in the two
displays above the graph.

The uppermost display is the speed command modifier. The speed modifier is a
function that may override the actual speed command and control the speed sys-
tem set point for the engine speed. When the function is active, the control mode
is shown in the Speed Indicator.

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The available modifiers are:

Stabilizing The stabilizing modifier defines a speed set point

that ensures the starting of the engine.
Stop The stopped modifier sets the speed set point to
zero.
Minimum Speed The minimum speed command modifier defines a
minimum speed set point during operation of the
engine.
Maximum Speed The maximum speed command modifier defines
a maximum speed set point during operation of
the engine.
Fixed Speed Set Fixed speed set is activated when running in
pitch backup mode from bridge (option for CPP
systems).
Shut Down The shut down modifier sets the speed set point
to zero.
Slow Down The slow down modifier sets the speed set point
to a predetermined slow down level.
PTO The speed is kept higher than ordered to keep
the shaft generator connected during start up of
the auxiliary engines.
Speed Ramp Increase of speed is limited by the ramp.
Load Program The load control makes it possible to load the
engine gradually during a predefined time period.
Barred Speed *) Indicates that the modifier has changed the pre-
range set from inside a barred range to either above or
below barred range limit. The engine may have
0-2 barred speed range(s).
RPM Fine Adjust The speed is being modified according to the
setting entered in the RPM Fine Adjustment tool-
bar on the Operation Screen.
Run Up/Down When the chief increases or decreases the speed
Prog. set significantly, the engine speed follows prede-
fined curves. Optional.
Chief Max Speed If the user is at Chief level, it is possible to define
a Maximum Engine Speed on the Chief Limiter
screen. See section 1.5.
TC Cut Out If the TC Cut Out option is installed, the speed
will be limited, when the engine is running in TC
Cut Out Mode.
WHR The speed is kept higher than ordered to keep
the shaft generator connected during start up of
the auxiliary engines.

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* Barred Speed Range

If the function is used, the barred speed range(s) is marked on the side of the bar
graph. Most engines have two barred ranges and the ranges are identical in the
ahead and astern directions (FPP systems). When operating from ECR and Bridge,
the speed set is automatically kept outside these range(s).

1.1.10 Pitch Indicator

The pitch indicator is only shown on ships with CPP systems.(see Plate 70324
page 5(5))

The pitch indicator consists of a label and a bar graph, indicating the current pitch
setting. The label uses + (plus) or − (minus) to indicate positive (forward) or nega-
tive (backwards) pitch. The bar graph is centred at 0 and positive and negative is
up and down, respectively.

The pitch indicator bar graph uses a pointed graph to underline the direction (sign)
of the current pitch.

1.1.11 Fuel Index Indicator [%]

The fuel index indicator consists of a bar graph and a set of status fields.
The top status field indicates the current effective or nearest limiter.
The electronic governor will limit the fuel index command according to the actual
engine operating conditions. If no limiter is currently active the nearest limiter is
displayed on a light blue background. When a limiter is active it is displayed on a
dark blue background.

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Available limiters are:

Start The start limiter defines a fixed amount of fuel to be

used for the first injections during start.
Chief The chief limiter defines a maximum amount of fuel
to be injected according to the settings done by the
operator at the screen Chief Limiters.
Scavenge Air The scavenge air pressure limiter defines a maxi-
Pressure mum amount of fuel to be injected based on the
actual scavenge air pressure, in order not to overfuel
the engine.
Torque The torque limiter defines a maximum amount of
fuel to be injected according to actual engine speed.
This is to ensure that the engine torque does not ex-
ceed recommended levels.
Hydraulic Power The hydraulic power supply pressure limiter defines
Supply a maximum amount of fuel oil to be injected accord-
ing to actual hydraulic power supply requirements, in
order to ensure that the hydraulic pressure does not
drop below a minimum operation limit.
TC Cut Out If the TC Cut Out option is installed, the fuel index
will be limited, when the engine is running in TC Cut
Out Mode

Below the limiter status field is a set of dynamic labels displaying the actual fuel
index and the current fuel index limit.

1.1.12 Prepare Start Button

The prepare start function is normally to be activated before start if the engine has
been stopped for some time. Pressing the button will start the cylinder pre-lubri-
cation and the auxiliary blowers (if stopped).

When pressed, the button will stay down until the procedure is completed.
If the engine has not been started within a certain time, the auxiliary blowers will
automatically stop.

The command is available only when the engine is stopped and the prepare start-
procedure is not running.

1.1.13 Slow Turn Button

Manual slow turn is used during preparations before start of the engine, and is
normally to be used with the indicator cooks open. Slow turn is used for visual
inspection of the blow out. When the button is selected, the engine is operated on
starting air through the slow turn valve as long as the control handle is activated.
If a manual prepared start has not been executed, the system will automatically
perform one.

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1.1.14 Auto Button

The auto button is pressed when start preparations are completed, and the en-
gine has to be started. When selected the engine will perform a normal automatic
start.
If a manual prepared start has not been executed, the system will automatically
perform one.

1.1.15 Air Run Button

The air run button function is only available in Chief level.

The air run button can be used in the following situations:

When checking the Tacho system (test), starting air valve test and after mainte-
nance (and after check with the turning gear) to check the function and move-
ment.

Air run function is similar to the slow turning, except that the main starting valve is
open and the engine is running faster (still without fuel injection).

Slow Turn and Air Run are activated when the handle is in “run” position. This
will rotate the engine until the handle is set to »stop« (or the engine is started by
pressing the Auto button).

1.2 Status (See Plate 70325)

The engine status screen provides extended engine information specifically for
use when changing the status of the engine, i.e. in the process from FWE to
standby state or vice versa.

1.2.1 Main State Field

The main state field shows exactly the same information as the main state field in
the operation screen view, Plate 70324. For detailed explanation, see 1.1.1 Main
State Field, page 1 in this chapter.

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1.2.2 Start Conditions

The Start Conditions field is a status list, showing if the engine is in the intended
state (FWE or st.by/at sea). The conditions shown in bold must be fullfilled before
the intended state can be obtained.

If a condition is shown with a green check mark, the condition is in accordance

with the intended state.

If a condition is shown with a red background and a white exclamation mark the
engine is not ready for starting.

If the condition is not relevant the background is dimmed, but a check mark or ex-
clamation mark will still indicate the status of the condition.

The possible status indications of each field are listed below:

• Main Starting Valve in service position (Standby or At Sea)

Yellow, when main starting valve is not in service position.
Green, when main starting valve is in service position.
• Main Starting Valve Blocked (FWE)
Yellow, when main starting valve is not blocked.
Green, when main starting valve is blocked.
• Starting Air Distribution System in service (Standby or At Sea)
Red, when Starting Air Distribution system is blocked.
Yellow, when Starting Air Distribution system is not in service.
Green, when Starting Air Distribution system is in service.
• Starting Air Distribution System blocked (FWE)
Yellow, when Start Air Distribution system is not blocked.
Green, when Start Air Distribution system is blocked.
• Starting Air Pressure (Standby or At Sea)
Red, when starting air pressure is below level for bridge start.
Green, when OK.
• Control Air Pressure (Standby or At Sea)
Red, when control air is vented.
Yellow, when control air pressure is low.
Green, when control air pressure is OK.
• Control Air vented (FWE)
Yellow, when control air is not vented.
Green, when control air is vented.
• Turning Gear disengaged (Standby or At Sea)
Red, when turning gear is not disengaged.
Green, when turning gear is disengaged.
• Auxiliary Blowers (Standby or At Sea)
Red, when blowers are not operational.
Green, when blowers are operational.

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• Hydraulic Power Supply (Standby or At Sea) (Start-up pumps)

Yellow, when HPS is not OK. (e.g. in manual mode)
Green, when HPS is OK.
• Hydraulic Pressure (Standby or At Sea)
Red, if pressure is too low.
Green, if pressure is OK.
• Zero Pitch before starting (Standby or At Sea) (CPP systems only)
Red, if pitch is not zero before starting.
Green, if pitch is zero before starting.

1.2.3 Start Air

The starting air pressure indicator displays the system starting air pressure con-
tinuously.

1.2.4 Turning Gear

The field shows either Engaged or Disengaged.

1.2.5 Control Air Pressure

The control air pressure indicator displays the system control air pressure continu-
ously.

1.2.6 Blowers
Shows the status of the auxiliary blowers, which is either:

• Stopped
• Running
• Starting
• Failed

1.2.7 Hydraulic Oil

The hydraulic oil pressure indicator displays the system hydraulic oil pressure con-
tinuously.

1.2.8 Crankshaft
Shows the current position of the crankshaft when turning the engine (for mainte-
nance purposes) with the turning gear, and allows checking of the position in case
of malfunction of starting air valves.

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1.2.9 Pitch Start Blocking Indicator (CPP systems only)

On the pitch start blocking indicator, it is possible to cancel the start blocking.
(This could be relevant if the engine is stopped with the pitch in ahead or astern
position, and return to zero is not possible due to some failure).

Cancel of start blocking can only be performed from Chief Level. When blocking
is cancelled this is shown with the text “Blocking Cancelled” on a red background.

1.2.10 Start Status Indicator

The start status indicator consists of a single field containing information on the
current start status.
Three successive start attempt failures or a slow turn failure will cause Start –
Blocked. The below conditions are indicated in the start status indicator:

• Stopped
• Running
• Repeated Start (warning)
• Slow Turn Failed (alarm)
• Start Failed (alarm)

1.2.11 Details
Pressing this button will display the individual readings of the Start Air, Control Air
and Crank Shaft sensors.

1.2.12 Pneumatic Diagram

In addition to the information described above the screen contains a simplified
diagram of the pneumatic starting and control air system. The diagram is intended
to indicate the functionality of the system. For a specific engine, further details
can be found in the plant installation drawings supplied by the engine builder.

The pilot valves A, B and Slow Turning, can and must be activated to test that the
main starting valve and the slow turning valve open and the tightness of the start-
ing air valves in the cylinders. (This test is to be performed regularly with stopped
engine, see Chapter 702-01 in the operation manual).

Pressing the field, encircling the pilot valves, opens a tool bar from which activa-
tion of the pilot valves is possible.

1.3 Process Information (See Plate 70326)

This screen gives the user a quick overview of the possible limiters/governors
used. The screen always shows the values currently in use.

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It is important to realise that the values on a light blue background (e.g. Pcomp/
Pscav ratio or Estimated Engine Load) are set points or estimates, whereas those
on a dark blue background (e.g. Speed Actual or Hyd. Oil Actual) are actual
measurements. Due to the inherent difficulties of estimating process values there
will often be some deviations between the set points and the values that can be
measured using e.g. PMI equipment.

1.3.1 Running Mode

This field is the same as described in 1.1.4 Running Mode and Governor Mode
Field.

An engine running mode is based on an algorithm which continuously determines

the fuel injection and exhaust parameters that influence the cylinder process. By
controlling the cylinder process (maximum cylinder pressure, compression ratio
and blow back), fuel efficiency and emissions can be controlled to a certain ex-
tent.

For the ME engine, several running modes may exist. These contain different algo-
rithms, and provide various fuel efficiency and emission characteristics. The run-
ning modes are commissioned during test bed running.

1.3.2 Speed Control

This field is the same list of speed modifiers described in Section 1.1.9 Speed In-
dicator.

The Index Limiter field is the same list of index limiters described in Section 1.1.11
Fuel Index Indicator.

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1.4 Process Adjustment (See Plate 70327)

ECS offers two methods for adjustment of the combustion process:

- Auto Tuning for easy tuning of the cylinder pressures for best engine
performance

- Manual adjustment of process offsets for cylinder pressures and FO quality

Auto-tuning is described in section 1.4.1. For detailed information and use of

auto-tuning is referred to the “PMI Auto-tuning, Operation, User’s Reference
Guide”, included in the PMI installation.

Auto-tuning functions are available only for engines for which the PMI
NOTE Auto-tuning option has been selected.

Manual adjustment of process offsets is described in section 1.4.2 and is in-

tended for engines equipped with PMI Offline or for adjusting cylinder pressures
during operating conditions that do not allow for auto-tuning.

1.4.1 Auto Tuning (optional)

Auto-tuning reduces the workload required for operating the engine continuously
at the design conditions, according to the actual running mode and engine load
ordered by ME-ECS. Auto-tuning covers adjustment of maximum, compression
and mean indicated pressures and is made available as “continuous auto-tuning”
(fully automatic) and as “user-controlled auto-tuning” (each auto-adjustment ses-
sion commanded by the operator).

Auto-tuning Status

With following conditions fulfilled:

• Index is stable: Engine is in steady state operation, indicated by a

stable governor index
• Index is sufficient: Index is above minimum required level (app.
25% load, can be plant dependent )
• Sensor values: Valid sensor values are available from the PMI
auto-tuning system and deviation between cylinders as well as
towards the reference are not too large
The functions for auto-tuning are available, informed in the status bar as “Tuning
allowed” (green).
If one or more conditions are not met, the status bar will display “Tuning not avail-
able”, and indicate the reason here fore (yellow or red).

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Continuous Auto-tuning

With continuous auto-tuning selected by the operator, the mean pressure level of
Pmax will automatically be adjusted in order to minimise the deviation between
ordered and measured mean Pmax. The continuous function is only active if the
above conditions are fulfilled and will adjust only within narrower limits than avail-
able to manual adjustment. The adjustment offsets applied by the continuous
function are displayed in the lower right corner of the “Mean” field.

User-controlled Auto-tuning

The cylinder pressures are automatically adjusted once, each time the operator
presses the command button in the toolbar. This is available for adjusting either
the engine balance or the mean pressure level:

• Balancing
By pressing the “Deviation” field ... The operator can command
an auto-balancing, that will balance the engine in respect to one
or all of the key parameters Pmax, Pcomp or Pi.
• Mean Deviation
The operator can command an auto-mean deviation adjustment.
The result will be a minimised deviation between the ordered and
the actual mean pressure. This function should be used when de
viation is larger than allowed to be adjusted automatically by the
continuous auto-tuning function.

The user-controlled mean deviation function is intended only for adjust-

ments in relation to fuel property changes, and only when engine is run-
NOTE ning above Pmax Break Point. Executed at lower loads, it is required for
safe engine operation to check the maximum pressures and re-adjust if
necessary when engine load is increased.

Applying an offset in Pmax at low load (<BP), may lead to too high Pmax
at high engine loads.

1.4.2 Manual adjustment of process offsets

The cylinder pressures can be adjusted by manually setting the corresponding
process offsets for control of fuel injection timing and exhaust valve closing time

Cylinder load

From the “Cylinder load” tab, the operator can adjust the load limit on any cylin-
der, adjust the load balance as well as cut out one or more cylinder units, however
only at Chief level. Before taking a cylinder out of operation the restriction in sec-
tion 704-04 in the Operation Manual must be taken into consideration.

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Cylinder pressure

From the “Cylinder pressure” tab, the operator can manually adjust Pmax level
and balance, Pcomp-Pscav ratio and exhaust valve open timing.

The “PMax offset all” function is intended used when engine is running
NOTE above Pmax Break Point. Executed at lower loads, it is required for safe
engine operation to check the maximum pressures and re-adjust if nec-
essary when engine load is increased.

Applying an offset in Pmax at low load (<BP), may lead to too high Pmax
at high engine load

1.4.3 Fuel Quality

On this screen a function for in- or decreased fuel oil index for all cylinders
(FQA = Fuel Quality Adjustment) is available, e.g. in case of changed fuel quality.
The specific calorific value and fuel oil density must be checked in the actual fuel
oil specification delivered with the fuel samples at bunkering.

When entering new bunker values the ME system will suggest a new value for Fuel
Quality Offset. The ‘Suggested Fuel Quality Offset’ does not influence the engine
in any way. In order to change the actual running conditions it is necessary to
change the ‘Applied Fuel Quality Offset’.

Adjusting the ‘Applied Fuel Quality Offset’ is required in order to make sure that
the internally calculated ME-ECS load (as displayed on the process information
screen, see Plate 70326) corresponds to actual engine load (as estimated by e.g.
PMI equipment).

Ensuring this match in internal and external power estimation is an important as-
pect of getting correct functioning of the ME system.

The ‘Suggested Fuel Quality Offset’ is a good starting point for finding the correct
‘Applied Fuel Quality Offset’ however the final value must be found in an iterative
process where internal load estimation and external load estimation are compared
and ‘Applied Fuel Quality Offset’ is adjusted.

Mismatch between internal and external load estimation can give rise to
NOTE a wide range of problems. Including, but not limited to, too restrictive fuel
index limiters, wrong cylinder pressures and wrong CLO usage.

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1.5 Chief Limiters (See Plate 70328)

This screen gives the engineer the opportunity to set the following parameters:

1. Maximum Engine Speed.

2. Manual limitation of index at all cylinders.
3. Cut Out of one or more cylinders.

Additionally the states of all HCU can be seen, and it is possible to reset HCU re-
lated failure if needed.

In Chief Index Limit [%] press the cylinder bar graph involved. A toolbar at the bot-
tom of the screen allows the operator to limit fuel injection on the chosen cylinder.
When the cylinder is to be reenabled, the bar graph of the cylinder involved is
pressed and the fuel injection is raised using the arrows on the toolbar followed
by pressing “Apply”.

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40
MAN B&W Auxiliaries 703-16

1. Auxiliaries
The Hydraulic System, Scavenge Air and Cylinder Lubrication are monitored in the
Auxiliaries main navigator.

From each menu, the operator can control and monitor these systems.

The screens are:

1.1 Hydraulic System

1.2 Scavenge Air, also including WHR, VT and Exhaust Gas by-pass if these are
installed.

1.3 Cylinder Lubrication

1.1 Hydraulic System (See Plate 70329)

This screen shows a simple schematic drawing of the HPS (Hydraulic Power Sup-
ply). The screen shows from three to five engine-driven pumps (depending on en-
gine layout) and two electrically driven start-up pumps. A bypass valve from pump
pressure side to suction side is also shown.

EL-HPS: On some plants the main HPS pumps are not engine-driven but instead
electrically driven (EL-HPS). In this case there will be no start-up pumps or by-
pass valve. Apart from that the following description is valid also for EL-HPS, just
ignore the word ‘engine-driven’.

If, for some reason, control signal to an engine-driven pump is lost, the pump
swash plate is deflected to 100% in ahead direction. Thereby ensuring adequate
hydraulic power for running ahead.

On engines with 4 or 5 engine-driven pumps, pump 4 is

NOTE controlled from ECUA and pump 5 is controlled from ECUB
(see plate 70317)

The following buttons can also be activated directly from the screen in Chief level:

• HPS Mode
• Pump Torque Limiter
• Set Point
• Bypass

1.1.1 HPS Mode

Pressing the HPS Mode button activates a toolbar at the bottom of the screen. At
Chief level, it is possible to switch between Auto and Manual mode.

In Auto mode it is possible to perform the following commands (both Operator

and Chief level)

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703-16 Auxiliaries MAN B&W

1. Select one of the electrically driven pumps as master.

2. Select one of the engine-driven pumps as pressure controlling pump.

In Manual mode (Chief level) the additional command features are:

1. Adjustment of the current hydraulic pressure set point (see Section 1.1.3 in
this Chapter).

2. Operate engine-driven pumps bypass valve using either ACU1 or ACU3

(Bypass valve to be tested for movement every 6 months, at stopped en-
gine, see 1.1.5 in this Chapter).

3. Start/stop of the electric start-up pumps.

1.1.2 Pump Torque Limiter

In this field, it is possible to cancel the Pump Torque Limiter. (Chief-Level)

The torque limiter has two functions:

1. The total torque to the engine-driven pumps must not exceed a level that
can harm gear and chain. Hence, to protect gear and chain, the sum of
the swash plate positions must not exceed a predefined value. (Engine
specific).

2. To protect the individual pumps from breakdown or damage.

By pressing the Pump Torque Limiter field, a toolbar will appear, where the limiter
can be either activated or cancelled. (Cancellation of the limiter will raise an alarm
on the MOP).

When the limiter is cancelled, the electrically controlled swash plates in the pumps
are allowed to deflect to the mechanical limitation, if the need is there. (When the
limiter is active, they are only allowed to deflect to an electrically controlled maxi-
mum position).

1.1.3 Set Point and Hyd. Oil

Adjustment of the oil pressure set point can be done from the Set Point display,
where the actual set point is always shown. The engine must be running. The ac-
tual oil pressure is shown at the display as Hyd.Oil.

Adjustment of the Set Point (Chief level and manual mode) is only intended
NOTE as an option in test or failure situations.

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MAN B&W Auxiliaries 703-16

As default, the normal operating pressure is in the 200-300 bar range and is set at
commissioning. The engine shutdown level is approximately 140 - 180 bars, also
set at engine commissioning. Both the operating pressure and the shutdown pres-
sure is engine dependent.

The pressure set point is only relevant for the engine-driven swash plate pumps,
as the pressure of the start-up pumps is limited via mechanical adjusted pres-
sure limiting valves. The start-up pumps are automatically stopped or startet as
needed.

1.1.4 Double Pipe ( Engine dependent )

This display shows the pressure in the outer pipes of the high pressure double
pipes. Normally, this pressure should be in the 0-10 bar range, depending on the
specific engine layout. See section 708-08 in the operation manual for more de-
tails of the hydraulic system.

1.1.5 Bypass Valve

On the main pressure line from the engine-driven pumps, a bypass valve is in-
stalled.

At normal running with HPS mode in “Auto”, the bypass will open in the event of
shutdown of the engine (wind milling can occur). This ensures oil return to the suc-
tion side of the pumps and thereby avoids cavitation and unintended wear on the
pump parts.

Also, if the shutdown is due to a leakage at the high pressure side, and the engine
keeps turning due to wind milling, the amount of oil spilled can be reduced by
leading the oil back to the suction side.

By checking the valve manually, it is ensured that the valve is working properly.
(The valve is to be checked manually every 6 months.) See chapter 702-01 in the
operation manual.

The bypass valve is tested at engine still stand, in Chief level and the HPS mode
in manual. For redundancy reasons the bypass valve is controlled both via ACU1
and ACU3.

1.2 Scavenge Air (See Plate 70330)

The scavenge air screen contains information and controls for monitoring and
operating the auxiliary blowers, exhaust gas bypass and VT System. (engine de-
pendent).

By pressing the “Details” button, indication of the current scavenge air pressure is
shown for each individual scavenge air sensor.

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703-16 Auxiliaries MAN B&W

The blowers are normally operating in Auto mode. Operating conditions are:

The blowers are started when :

• “prepare start” button is pressed (Operation Screen)

• manoeuvring handle is moved to start position, prompting the system to
perform an automatic prepare start (engine start is delayed until blowers
are running and pressure is correct)
• engine is running but the scavenge air pressure is below a certain
value (e.g. during manoeuvring)
The blowers are stopped when

• engine is shut down

• the current sub-telegraph command state is moved to FWE position
• 10 minutes after engine has been stopped (adjustable)
• engine is running and the scavenge air pressure is above a specified
level
• After prepare start if no start has occured within the pre-determined
time

If a switch to manual operation is required, this is done by pressing the

“Blowers Mode” push button (see Plate 70330). By pressing the individual
blower 3D display at chief level and manual mode, it is possible to start or
stop the individual blower.
The screen contains 2 to 5 blowers, depending on the engine layout. The state of
each blower is shown. Status is either stopped, starting, running or failed.

Manual operation of the blower is mainly intended for use

NOTE during fault-finding and test situations. Selecting Manual
Mode will therefore also raise an alarm on the MOP.

1.3 Exhaust Gas Bypass and VT System (engine dependent)

Monitoring of the Exhaust Gas Bypass Systems and VT System is performed from
the Scavenge Air screen.

The actual positions and settings of the on/off bypass, the variable controlled by-
pass valves and VT System are always shown on the screen.

By pressing the “Bypass Mode” push button (chief level), the bypass valve modes
can be changed between automatic and manual.

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MAN B&W Auxiliaries 703-16

In manual mode (chief level), the variable controlled bypass valve can be opened/
closed or set to the angle desired.

In manual mode (chief level), the on/off bypass can be opened or closed.

For a detailed description of the VT System and Exhaust Bypass System see
separate manuals.

1.4 Cylinder Lubricators (see Plate 70331) ME Lube

The ME lube Control System provides the operational monitoring and control of
the ME cylinder lubrication plant which lubricates the cylinders in the ME type en-
gine.

The following displays can be monitored:

1.4.1 Flow (l/h)

1.4.2 Basic Feed Rate (g/kwh)

1.4.3 Actual Feed Rate (g/kWh)

The following displays can be operated at Chief level.

1.4.4 Total

1.4.5 Prelube

1.4.6 LCD

1.4.7 S% (Sulphur Content)

1.4.8 Feed Rate Factor

1.4.9 Min. Feed Rate (g/kWh)

1.4.10 Feed Rate Adjust Factor

1.4.11 Running In (g/kWh)

1.4.12 Lubricator Test Sequence

The latest Service Letter from MAN Diesel & Turbo should
NOTE be consulted with regards to feedrate adjustments and set-
tings.

1.4.1 Flow
The Flow display shows the ordered lube oil amount in litres/hour.

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703-16 Auxiliaries MAN B&W

If one or more lubricators are malfunctioning (e.g. Feedback Failure)

NOTE the actual amount applied will differ.

1.4.2 Basic Feed Rate

The Basic Feed Rate is a calculated rate for the complete lubricator system in
g/kWh shown with two (2) decimals. The formula for calculating the Basic Feed
Rate is = S% x (FEED RATE FACTOR).

1.4.3 Actual Feed Rate (each cylinder)

The bar graphs for each individual LCD shows the actual feed rate per cylinder.
When running at low load the full bar is barred and the upper display on the bar
graph shows “Low Load”.

1.4.4 Total
The Total display shows the total ordered amount of lubricating oil used since last
power up of the ECU involved. Pressing this display opens a toolbar with the op-
tion to reset the total amount of lubricating oil.

Both of the values Flow and Total are based on the ordered numbers of lubrica-
tion strokes and the displaced amount per stroke.

1.4.5 Prelube (for test purpose)

As stated above this button is mainly used for test purposes, since the prepare
start will cause the system to automatically perform a prelube.

When the “Prelube” button is pressed a toolbar is shown on the screen.Pressing

the button “ON” triggers a prelubrication on all cylinders and evaluates feedback
from the lubricators.

Prelubrication can only be activated if hydraulic pressure is present.

This demands that the engine (Sub-telegraph) is put in the state
NOTE “Standby” or that the Hydraulic start-up pumps are set at manual op-
eration and started.

1.4.6 LCD
The LCD display shows whether the LCD (Load Change Dependent) lubrication is
on or off. When the LCD button is pressed, a toolbar will be displayed which will
allow the operator to disable the LCD.

1.4.7 S %
Activating the display S % enables adjustment of the Sulphur content equal to the

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MAN B&W Auxiliaries 703-16

sulphur content in the HFO used. The range is between 0.00 to 5.00 S % and is
not adjustable outside this range.

1.4.8 Feed Rate Factor

Activating the display Feed Rate Factor enables adjustment of the feed rate for all
cylinders. The display shows the feed rate with 2 decimals and is “g/kWh%S”.

1.4.9 Min. Feed Rate

The display Min. Feed Rate enables adjustment of the minimum feed rate for all
cylinders. The value is displayed in g/kWh and is normally set to 60% of the basic
recommended feed rate.

1.4.10 Feed Rate Adjust Factor

Activating the display Feed Rate Adjust Factor enables adjustment of the feed rate
for each cylinder separately.

1.4.11 Running in [g/kWh]

When a cylinder is being run-in, the feed rate can be entered by this display. Run-
ning-in of a single cylinder is described in Section 707-01 in the operation manual.
The latest service letter from MAN Diesel & Turbo should be consulted as men-
tioned earlier.

1.4.12 Lubricator Test Sequence

Pressing the Lubricator Test Sequence starts a continuous activation of the lubri-
cator at predefined injection rate (different from “Prelube” 1.4.5 where the injection
of oil is done at the fastest possible speed.)

This feature is used after repairs, etc. on the lubricator(s), enabling the engineer to
manually check the lubricator for leaks and injection.

If a single button (cylinder 1, 2, 3, etc.) is pressed, a toolbar is shown on the

screen. The toolbar enables the engineer to start test of the lubrication on the par-
ticular cylinder concerned or on all lubricators.

In case of CCU failure (and the CCU can not be replaced immediately) please see
instruction S903-0031 for how to obtain the back-up signal for lubrication.

The lubricator test can only be activated if hydraulic pressure is present.

NOTE This requires that the engine (Telegraph) is put in state “Standby” or that
the Hydraulic start-up pumps are set at manual operation and started.

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48
MAN B&W Maintenance 703-17

1. Maintenance
The maintenance screens give an overall view of the status of the ECS system
seen on the following three screens. Plates 70332 – 70333 – 70334.

1.1 MPC description

1.2 System View I/O Test

1.3 Invalidated Inputs

1.4 Network Status

1.5 Function Test

1.6 Troubleshooting

The above-mentioned five maintenance screens can be accessed via the second-
ary navigator by pressing the “Maintenance” button in the main navigator. They
are mainly used at engine commissioning, during fault finding on I/O cabling/
channels and external connections to sensors and during engine operation. The
use of these screens is therefore relevant for engine crew as well.

1.1 MPC description

To understand the use of these screens, an explanation of the layout of the Multi
Purpose Controller (MPC) is appropriate.

The MPC is a computer unit which has no user interface such as a display or a
keyboard, but has a wide variety of inputs/outputs (I/O) for interfacing to sensors
and actuators of the engine, e.g.: (see drawing next page).

• Inputs for e.g. tacho signals, standard (0)4-20mA transducers, ±10V

signals, switches and 24V binary signals
• Outputs such as (0)4-20mA and ±10V signals, contacts and high-speed
semiconductor switches.
• Duplicated Control Network for security
• Serial communication controller for either a Remote I/O Network or
point-to point serial communication.
• Service channel to be connected to a laptop PC for service purposes.

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703-17 Maintenance MAN B&W

ID
Dongle

The main processor of the Multi Purpose Controller is a Motorola 68332, which
is a 32-bit processor and widely used in the automotive industry. It includes an
on-chip timing coprocessor for synchronisation with the crankshaft rotation and
speed measurement.

To ease the production of the Multi Purpose Controller, all programmable compo-
nents are in-circuit programmable, which also allows field update of the control-
ler by means of relatively simple tools. The MPC contains no harddisk or other
sensitive mechanical components, and the software is stored in a non-volatile
Flash-PROM memory, this allows for the application software to be sent to and
programmed into the Multi Purpose Controller through the network, and thereby
restore the functionality after the Multi Purpose Controller has been exchanged
with a spare unit from stock.

The MPC is, as shown on the picture equipped with a battery. This battery is used
for back-up power to the clock – watch of the MPC in the event that the 24 V
power is turned-off. All clocks of all MPC’s are synchronised via the network. Syn-
chronisation is done regularly and always after power is on after a possible power
off. Regarding battery in MPC: See S-instructions S906-0039 and S906-0040.

When a new MPC is mounted in the cabinet, the dongle in the cabinet is mount-
ed in the dongle plug-in, after reconnection of all wires, and before connecting
power. The dongle tells the “new” MPC in which cabinet it is mounted and, in that
way, which software and parameters it should upload from the MOP harddisk (e.g.
CCU1, ACU 3 or EICUA).

The MPC is also equipped with a light diode, capable of showing green, yellow or
red light. This light tells the engineer what the status of the MPC is.

During normal running the diode is green. When the diode is yellow, the MPC is
rebooting or is in Test or Configuration Mode. When the diode is red, the MPC is
unavailable. If resetting does not solve the problem with the red diode then re-
placement of the MPC might be neccesary.

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MAN B&W Maintenance 703-17

Socket for battery

Light Diode

Reset button
Socket for ID Dongle

1.2 System View I/O Test (See Plate 70332)

The icons (plate 70332 1(4)) shown on the controllers, show the status of each sin-
gle controller, e.g. whether it is in mode:

Active
Controlling
Test
Configuration
Blocked
Not accessible

By pressing a single controller on this screen (in this case CCU1 is pressed and
shown on Plate 70332 2(4) ), the actual inputs/outputs on the selected controller
are shown.

The screen shows Info, ID and Descriptions and process values of each single
channel on the MPC.

It is possible to see each single channel in both Normal and Test Mode, but to set
an output channel manually, Test Mode has to be chosen.

Changing to TEST Mode will STOP the MPC from controlling the system.

By pressing the channel number to the left of the individual channel, for instance
screen 3(4) on Plate 70332, a single channel is shown (in this case, channel 30 on
CCU1). The status and values of this channel are listed on this screen.

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From this screen, input channels can be invalidated and validated again see page
4(4) on Plate 70332 (Chief Level).

Changing the status of a channel may cause the system to malfunction.

The reason for alarm on an input could for instance be a defective sensor or loose
wiring from the sensor to the MPC.

If a channel is invalidated, the ECS will continue to operate in the best possible
way, without the invalidated input sensor value.

1.3 Invalidated Inputs (See Plate 70333)

If an input channel is invalidated (as described in Section 1.2 above), it is listed on
the screen “Invalidated Inputs”. ID number, signal ID and a short description to
easily overview and recognise the channel(s) involved are shown on this screen.

The “Invalidated Inputs” screen is an overview helping the engineer look through
and control which channels are invalidated.

Input Channels Invalidated can be validated from this screen (Chief Level).

Changing the status of a channel may cause the system to malfunction.

1.4 Network Status (See Plate 70334)

This screen gives the engineer an overall view and exact status of the Control Net-
work of the ECS

From this screen, it is possible to see the status of the Network using the icons
named below: (Icons are visible at Plate 70334, bottom)

• OK
• This MOP
• No Reply Single Channel
• No Communication
• Not Accessible
• On-line But No Information
• Not Relevant
• Reference
• Cross Connection

When all fields are shown with a green √ (check mark) everything is okay.

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1.5 Function Test (See Plate 70348)

The Function Test tab consists of 3 items (submenus),

1.5.1 HCU for each cylinder

1.5.2 Tacho Equipment

1.5.3 HPS for each pump

The main purpose of these three screens, is to provide the engine personnel with
a tool to test the function of the HCU, HPS and tacho equipment and their related
components. Also the function test screens are used when replaced components
are to be calibrated, e.g. in case of replacement of a fuel plunger sensor.

The function test screens are made as a step-by-step procedure, guiding the en-
gine personnel through the tests. Each test begins with a few preparation steps
in order to ensure the right conditions before commencing the actual test. The
MOP must be in chief access level and if not otherwise stated, the engine must be
stopped before commencing the test.

When rebooting an MPC in test mode, multiple alarms irrelevant to the

NOTE test may occur.

1.5.1. HCU

The HCU tab is focusing on the FIVA valve. Depending on the configuration, the
list contains three or two function tests. Only the FIVA valves with external ampli-
fier have the option of an Amplifier Test. In the following all three function tests are
explained.

As the HCU function test list is longer than the height of the screen a
NOTE scrollbar is placed to the right.

Preparation of HCU Test

To begin the function test press the button START and follow the steps on the
screen.

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In order to verify that the fuel booster or exhaust valve are functioning as
NOTE expected, an assistant must be stationed on the engine top at the unit in
question during the test. For this test fuel pressure must be present.

Test of FIVA valve and calibration of Fuel Plunger

If the CCU MPC is not in test mode when the START button is pressed, the engi-
neer is prompted to switch to test mode and reboot the MPC. Once the MPC has
been rebooted, the function test will continue.

For testing of the fuel injection components, the FIVA will make one fuel
injection.

The fuel injection is verified by the assistant on the engine top by feeling the
shockwave on the respective fuel injection pipe, and feeling on the high pressure
pipes.

For testing the exhaust valve components, the FIVA will activate the respective
exhaust valve once. This is verified by the assistant, by listening for the ”thump”
sound of the exhaust valve opening and closing.

The test values are listed on blue background in the far right column when the
function test is finished and will under normal circumstances be within the default
reference range listed next to the test value column.

If for some reason the test value differs from the reference value, this will be
shown in one of the following ways:

x.xV Signal and value ok.

--- Signal not present. (check if the MPC is connected to the network)

x.x mA

Signal value outside reference range. (Value electrically out of range or
wire-break)

Signal value outside reference range. (Signal ok, unit mechanically out of
x.xV range)

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If the test is successfully completed then the user has the option to use the SAVE
button to upload the new calibration setpoints to the MPCs. Should the save op-
eration fail then another attempt should be made after approximately 30 seconds.

Amplifier test (only applicable to Curtis Wright FIVA valves)

This amplifier test enables the engineer to test the FIVA amplifier. When the START
button is pressed a set of adjustment buttons will appear on the toolbar.

The adjustment voltage range for channel 70 lies between -3.6V to +3.6V. If signal
value field for ch. 70 turns red, this normally indicates that something is wrong
with the MPC

The signal value field for ch. 33 has the same different types of error indications
as shown above. If any of these are triggered then this most likely indicates that
something is wrong with either the amplifier or the connections to the amplifier.

When testing the amplifier with voltages in the high end of the adjust-
NOTE ment voltage range, deployment of the fuel booster may occur, resulting
in fuel injection

Cyclic Test of Exhaust Valve and/or fuel injections

When START button is pressed, a set of buttons will appear on the toolbar, which
enables the engineer to start a repeated cyclic test of the exhaust valve, in other
words, the exhaust valve will continue opening and closing until the STOP button
is pressed. Also for the fuel booster a single injection test is possible (both during
the cyclic test and independent of this).

Activation of ”single injection” will lead to one full MCR fuel Injection in
the cylinder. Several activation will lead to filling of the combustion with
fuel oil.

Reboot of CCU

Reboot the CCU MPC to test mode in order to continue with tests or reboot to set
the CCU MPC to normal operating mode (finished with function tests).

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1.5.2. Tacho
The Tacho Test allows for the verification of the angles of the Tacho Pick-Ups and
angle encoder fine adjustment of certain parameters.

Pre-Start Test

Press Start and follow the instructions on the screen. Make sure that an assistant
is standing by to activate the Turning Gear, and verify the crankshaft position.

During the test the following is displayed on the screen:

A: xx B: xx (blue background):
If the crank has been turned to the prescribed angle when the background is blue,
then the value is correct. Continue to next step.

A: xx B: xx (yellow background):
If the crank has been turned to the prescribed angle and the background is still
yellow, then the test has failed. Continuation of the test is not possible. By press-
ing the details button, specific information regarding the failure is displayed.
Check and adjust the Tacho arrangement.

The x in the test can be either T or F

Setting of Fine Adjustment Parameters

As indicated on the screen a certain minimum engine speed is required in order

for the ME system to measure a correct ‘delta Tacho-B’ value.

The ’Trigg Offset AH’ value that is to be entered must be taken from the PMI
equipment (see PMI manual). The ‘Trigg Offset AH’ value is not measured by the
ME system, that is why a PMI-0 diagram is required as part of the setting of the
final Tacho parameters.

1.5.3. HPS
The HPS function Test allows for the test and calibration of the hydraulic pumps.
Up to 5 pumps can be present depending on system configuration, each tab cor-
responds to a pump.

Preparation

To start the test press ” Start ” and make sure that a start-up pump is in local
control on the starter cabinet, and running so that the necessary hydraulic pres-
sure can be maintained.

Test

Press ” Start ” and follow the instructions on the screen. Make sure an assistant

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MAN B&W Maintenance 703-17

is standing by at the pump to check the swash plate angle.

During the test the following is shown on the screen:

Icons with background colours can be seen in chapter 1.5.1

x.x mA (blue background): value ok - go to next step.

x.x mA (red background): value is outside the measurement interval (4-20mA)

continuation of the test not possible - check the sensor and cables.

x.x mA ( yellow background): value differentiates from the reference value.

Continuation of the test not possible. Check the sensor.
If all of the steps are satisfactory calibration of the specific pump is carried out by
pressing ” Save ”. The test is concluded by rebooting the MPC back to Normal
Mode.

1.6 Troubleshooting (See Plate 70349)

This screen is used for performing troubleshooting on the Hydraulic Cylinder Unit
and Hydraulic Power System. The HCU Events and HPS Events are used to show
the actual movements of FIVA valve, plunger positions, exhaust valve movements
and swash plate positions in graphs.

1.6.1 HCU (See plate 70349 page 1-5)

On this screen FIVA activation can be performed to execute fuel plunger and ex-
haust valve movement to check whether the system is working correctly.

Activation of the FIVA is performed by changing MPC Mode into Test Mode and
activating the buttons displayed in the toolbar.

The cyclic test is only a cyclic activation of the exhaust valve.

Activation must only be performed with stopped engine. Each activation

of the fuel plunger results in a fuel injection into the cylinder.

1.6.2 HPS (See plate 70349 page 6)

On this screen the swash plate position for each pump can be regulated to check
whether the system is working correctly.

Activation of the swash plate position is performed by changing MPC Mode into
Test Mode and activating the buttons displayed in the toolbar.

The swash plate position can be seen on input ch 34 and compared with the de-
sired setpoint.

When finish testing put MPC back to normal mode.

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1.6.3 HCU and HPS Events (See plate 70349 page 7-8) (Only available on MOP B)
These screens are an aid for the engineer and are used to monitor the actual
movements of the HCU and HPS related signal. E.g. used to identify trouble in
case of a malfunction of the electrical and mechanical components.

The HCU and HPS Events include a lot of very useful information for e.g. trouble-
shooting.

It can however in certain cases be difficult to make quantitative conclusions based

on HCU and/or HPS Events logs taken during a situation where problems are
present (e.g. deviating cylinder pressures, hunting hydraulic pressure, etc.).

In those cases it is very helpful to have HCU and HPS Events logs from periods
where there were no problems or irregularities. By comparing these logs with logs
from situations where problems are present it is often possible to make qualitative
conclusions regarding the current problems.

Therefore it is recommended to take manual HCU and HPS Events logs from time
to time when no problems or malfunctions are present.

A suggested procedure is to make a note regarding the current speed, index and
internal estimated power together with the names of the HCU and HPS Event logs
and then save these on either a USB stick or some other computer (so the logs
are still available even if MOP-B is later replaced).

Always ensure that any USB memory stick inserted into the MOP is
NOTE scanned and cleaned of any malware.

A list of available dumps can be found in the upper left part of the list - newest
on top. To display the contents mark an element in the list and press ”Show
���������
Se-
quence”.

Both manual dumps (Log Manually) and automatic dumps can be performed for
special failures/alarms .
The event which caused the dump is described in the text above the graph area.
The time of alarm is shown as a vertical dashed line. The display of measured
values can be turned on and off by pressing the buttons on the left side of the
screen.

By clicking and holding (the cursor turns into a hand) in the area left of the Y- axis
or in the area below the X - axis, the graph can be moved vertically or horizontally.

Zooming can be carried out by drawing a square in the graph area while ”default
view” can be recalled by pressing ” Zoom to fit ”

Storing both PMI diagrams and HCU Events logs from days with no problems,
will greatly improve the options available for later troubleshooting. Therefore it is a
good idea to take the HCU Events logs together with Performance Measurements
and then save it all together.

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MAN B&W Maintenance 703-17.indd

1.6.4 CoCoS EDS

As described on Plate 70319 MOP B is connected to the CoCoS EDS PC (which
also runs the PMI software).

CoCoS EDS is not a part of the ECS, however it is an essential tool with regards
to troubleshooting and diagnostics.

Therefore it is important that CoCoS EDS is running correctly and that the con-
nection is functioning. All the time.

The CoCoS EDS installation includes guidance on how to evaluate and trouble-
shoot the connection.

1.6.5 Data logging

In the case that assistance from external parties is needed, it is essential for trou-
ble shooting that following data is delivered to external parties:

• A clear description of the case

• ECS Alarm/Event Log
• ECS parameter file (Spaf)
• ECS HCU data logger files
• ECS HPS data logger files
• EDS data logger files

Al this information can be gathered automatically with a program called

“DatGat.exe” that is found on the CoCoS-EDS CD. A description on how
to use the “DatGat.exe” program can also be found on the CoCoS-EDS
CD. The program can also be downloaded from the following adress :
Https//dieselport.mandiesel.com

The above mentioned data and logfiles will contribute to speed up the
NOTE troubleshooting process, and are for that reason very important for exter-
nal parties

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60
MAN B&W Admin 703-18

1. System
The screens are:

1.1 Set Time

1.2 Version (software and IMO Check Sum)

1.1 Set Time (See Plate 70335)

At the Set Time screen, the operator is able to set the time/date for UTC (Chief
Level required) or to set the time offset for Local Time in intervals down to 5
minutes.

Pressing on either button “UTC Date/Time” or button “Local Date/Time” will dis-
play toolbars (shown on Plate 70335). From these toolbars, Date and Time can be
set.

Pressing the buttons “UTC Time displayed” or “Local Time Displayed” enables
the operator to choose between the time to be displayed at the MOP panel (upper
right corner) and in the lists (alarm list, event log etc.)

Alarms and logs are recorded with both Local Time/Date and UTC Time/Date re-
gardless of which time/date is selected for displayed .

Always ensure a correct setting of UTC. The ECS has no connections to

NOTE the ship`s master clock

1.2 Version (See Plate 70336)

1.2.1 Background
This screen displays the version type of the ECS controlling the ME engine. It dis-
plays, in table format, all the controllers that comprise the system, including spe-
cific information relating to each controller.

When referring to this page, please quote Operation 703-18 Edition 0004 Page 1 (3)
61
703-18 Admin MAN B&W

1.2.2 Screen Items

In the upper system information line, general information of the ECS system for
this particular engine is shown. The fields are: (See Plate 70336)

Product Name The name and version of the ECS software

& Version

Engine Group No. The Engine number of the engine builder

IMO No Engine IMO number (former Lloyds number)
Engine Builder Name of engine builder
Eng. No. Engine Serial number

1.2.3 Controller information

In the Controller information pane, data for each Controller in the system is dis-
layed. The pane contains the following:

1.2.4 Controller unit

ID Name of MPC (controller)

Addr. Network Address of MPC

Type Application group the MPC belongs to (ACU, CCU, ECU, EICU or
SCU)

1.2.5 Parameters Check Sums

The Parameter Check Sums are indications of the current parameter values in the
ME system. They are used as a method for determining if parameters have been
changed. Especially the IMO Design parameters must not be changed compared
to shop trial values, since they control emission and performance relevant param-
eters.

No changes made on the MOP will change the IMO Design Parameters Check
Sums.

It is not possible to recreate the parameters of the ME system from the

NOTE Check Sums, therefore sending a screen dump of this screen is not suf-
ficient for external parties who inquire about specific parameter values.

Page 2 (3) When referring to this page, please quote Operation 703-18 Edition 0004
62
MAN B&W Admin 703-18

1.2.6 Using the Screen

When the screen is first displayed, no information appears on the table. Press the
“Refresh” button to retrieve the system information and parameter checksums of
all controllers connected to the ECS. (See plate 70336.)

If at least one controller supplies information on the system that does not agree
with the other controllers, a warning message is displayed in yellow in the specific
controller unit and at the toolbar.

Pressing the Export button generates a hardcopy of the information displayed

in the table that can be saved to a hard drive or USB memory stick. This exported
file is compressed in Zip format and must be unpacked to be readable.
The file format is:
SWVersNParamChecksums on <Date & Time> for <MOP> <SW-version> on IMO <IMO
number> Engine no <Engine number>.zip

Always ensure that any USB memory stick inserted into the MOP is
NOTE scanned and cleaned of any malware.

1.3 Power Off

The Power Off button acts the same way as the “Shut Down” button in Windows
Operating Systems on PCs.

When referring to this page, please quote Operation 703-18 Edition 0004 Page 3 (3)
63
64
 Disclaimer
MAN B&W

Disclaimer regarding the ECS Screenshots

The following section of this manual includes a series of plates showing images of
the MOP screens.

These plates are used for reference in the other parts of manual and are a strong
visual aid in understanding and getting familiar with the ECS.

It is important to realize that the purpose of these screenshots is to illustrate the

ECS user interface in a qualitative way – not to give quantitative information re-
garding the process control and feedback loops. The values displayed will not al-
ways be consistent with those experienced on a real plant.

These discrepancies include (but are not limited to) the number of active alarms,
process values and set points.

Always consult the specific plant in order to get the precise layout of the
NOTE MOP screens.

Page 1 (1)

65
66
 MOP Alarm List
Plate 70320
MAN B&W

When referring to this page, please quote Plate 70320 Edition 0004 Page 1 (2)

67
 MOP Alarm List
Plate 70320
MAN B&W

Page 2 (2) When referring to this page, please quote Plate 70320 Edition 0004

68
 MOP Event Log
Plate 70321
MAN B&W

When referring to this page, please quote Plate 70321 Edition 0004 Page 1 (4)

69
 MOP Event Log
Plate 70321
MAN B&W

Page 2 (4) When referring to this page, please quote Plate 70321 Edition 0004

70
 MOP Event Log
Plate 70321
MAN B&W

When referring to this page, please quote Plate 70321 Edition 0004 Page 3 (4)

71
 MOP Event Log
Plate 70321
MAN B&W

Page 4 (4) When referring to this page, please quote Plate 70321 Edition 0004

72
 MOP Manual Cut Out List
Plate 70322
MAN B&W

When referring to this page, please quote Plate 70322 Edition 0004 Page 1 (1)

73
74
 MOP Channel List
Plate 70323
MAN B&W

When referring to this page, please quote Plate 70323 Edition 0004 Page 1 (1)

75
76
 MOP Operation
Plate 70324
MAN B&W

When referring to this page, please quote Plate 70324 Edition 0006 Page 1 (5)

77
 MOP Operation
Plate 70324
MAN B&W

Page 2 (5) When referring to this page, please quote Plate 70324 Edition 0006

78
 MOP Operation
Plate 70324
MAN B&W

When referring to this page, please quote Plate 70324 Edition 0006 Page 3 (5)

79
 MOP Operation
Plate 70324
MAN B&W

Page 4 (5) When referring to this page, please quote Plate 70324 Edition 0006

80
 MOP Operation
Plate 70324
MAN B&W

When referring to this page, please quote Plate 70324 Edition 0006 Page 5 (5)

81
82
 MOP Status
Plate 70325
MAN B&W

When referring to this page, please quote Plate 70325 Edition 0005 Page 1 (3)

83
 MOP Status
Plate 70325
MAN B&W

Page 2 (3) When referring to this page, please quote Plate 70325 Edition 0005

84
 MOP Status
Plate 70325
MAN B&W

When referring to this page, please quote Plate 70325 Edition 0005 Page 3 (3)

85
86
 MOP Process Information
Plate 70326
MAN B&W

When referring to this page, please quote Plate 70326 Edition 0006 Page 1 (2)

87
 MOP Process Information
Plate 70326
MAN B&W

Page 2 (2) When referring to this page, please quote Plate 70326 Edition 0006

88
 MOP Process Adjustment
Plate 70327
MAN B&W

When referring to this page, please quote Plate 70327 Edition 0006 Page 1 (2)

89
 MOP Process Information
Plate 70327
MAN B&W

Page 2 (2) When referring to this page, please quote Plate 70327 Edition 0006

90
 MOP Process Adjustment
Plate 70327
MAN B&W

When referring to this page, please quote Plate 70327 Edition 0006 Page 3 (2)

91
 MOP Process Adjustment
Plate 70327
MAN B&W

Page 4 (2) When referring to this page, please quote Plate 70327 Edition 0006

92
 MOP Cheif Limiters
Plate 70328
MAN B&W

When referring to this page, please quote Plate 70328 Edition 0004 Page 1 (4)

93
 MOP Cheif Limiters
Plate 70328
MAN B&W

Page 2 (4) When referring to this page, please quote Plate 70328 Edition 0004

94
 MOP Cheif Limiters
Plate 70328
MAN B&W

When referring to this page, please quote Plate 70328 Edition 0004 Page 3 (4)

95
 MOP Cheif Limiters
Plate 70328
MAN B&W

Page 4 (4) When referring to this page, please quote Plate 70328 Edition 0004

96
 MOP Hydraulic System
Plate 70329
MAN B&W

When referring to this page, please quote Plate 70329 Edition 0006 Page 1 (7)

97
 MOP Hydraulic System
Plate 70329
MAN B&W

Page 2 (7) When referring to this page, please quote Plate 70329 Edition 0006

98
 MOP Hydraulic System
Plate 70329
MAN B&W

When referring to this page, please quote Plate 70329 Edition 0006 Page 3 (7)

99
 MOP Hydraulic System
Plate 70329
MAN B&W

Page 4 (7) When referring to this page, please quote Plate 70329 Edition 0006

100
 MOP Hydraulic System
Plate 70329
MAN B&W

When referring to this page, please quote Plate 70329 Edition 0006 Page 5 (7)

101
 MOP Hydraulic System
Plate 70329
MAN B&W

Page 6 (7) When referring to this page, please quote Plate 70329 Edition 0006

102
 MOP Hydraulic System
Plate 70329
MAN B&W

When referring to this page, please quote Plate 70329 Edition 0006 Page 7 (7)

103
104
 MOP Scavenge Air
Plate 70330
MAN B&W

When referring to this page, please quote Plate 70330 Edition 0007 Page 1(10)

105
 MOP Scavenge Air
Plate 70330
MAN B&W

Page 2 (10) When referring to this page, please quote Plate 70330 Edition 0007

106
 MOP Scavenge Air
Plate 70330
MAN B&W

When referring to this page, please quote Plate 70330 Edition 0007 Page 3(10)

107
 MOP Scavenge Air
Plate 70330
MAN B&W

Page 4 (10) When referring to this page, please quote Plate 70330 Edition 0007

108
 MOP Scavenge Air
Plate 70330
MAN B&W

When referring to this page, please quote Plate 70330 Edition 0007 Page 5(10)

109
 MOP Scavenge Air
Plate 70330
MAN B&W

Page 6 (10) When referring to this page, please quote Plate 70330 Edition 0007

110
 Plate 70330
MAN B&W

When referring to this page, please quote Plate 70330 Edition 0007 Page 7(10)

111
Plate 70330
MAN B&W

Page 8 (10) When referring to this page, please quote Plate 70330 Edition 0007

112
 Plate 70330
MAN B&W

When referring to this page, please quote Plate 70330 Edition 0007 Page 9(10)

113
Plate 70330
MAN B&W

Page 10 (10) When referring to this page, please quote Plate 70330 Edition 0007

114
 MOP Cylinder Lubrication
Plate 70331
MAN B&W

When referring to this page, please quote Plate 70331 Edition 0005 Page 1 (1)

115
116
 MOP System View I/O Test
Plate 70332
MAN B&W

When referring to this page, please quote Plate 70332 Edition 0005 Page 1 (4)

117
 MOP System View I/O Test
Plate 70332
MAN B&W

Page 2 (4) When referring to this page, please quote Plate 70332 Edition 0005

118
 MOP System View I/O Test
Plate 70332
MAN B&W

When referring to this page, please quote Plate 70332 Edition 0005 Page 3 (4)

119
 MOP System View I/O Test
Plate 70332
MAN B&W

Page 4 (4) When referring to this page, please quote Plate 70332 Edition 0005

120
 MOP Invalidated Inputs
Plate 70333
MAN B&W

When referring to this page, please quote Plate 70333 Edition 0004 Page 1 (1)

121
122
 MOP Network Status
Plate 70334
MAN B&W

When referring to this page, please quote Plate 70334 Edition 0004 Page 1 (1)

123
124
 MOP Set Time
Plate 70335
MAN B&W

When referring to this page, please quote Plate 70335 Edition 0003 Page 1 (1)

125
126
 MOP Version
Plate 70336
MAN B&W

When referring to this page, please quote Plate 70336 Edition 0004 Page 1 (2)

127
 MOP Version
Plate 70336
MAN B&W

Page 2 (2) When referring to this page, please quote Plate 70336 Edition 0004

128
 MOP Function Test
Plate 70348
MAN B&W

When referring to this page, please quote Plate 70348 Edition 0001 Page 1 (8)

129
 MOP Function Test
Plate 70348
MAN B&W

Page 2 (8) When referring to this page, please quote Plate 70348 Edition 0001

130
 MOP Function Test
Plate 70348
MAN B&W

When referring to this page, please quote Plate 70348 Edition 0001 Page 3 (8)

131
 MOP Function Test
Plate 70348
MAN B&W

Page 4 (8) When referring to this page, please quote Plate 70348 Edition 0001

132
 MOP Function Test
Plate 70348
MAN B&W

When referring to this page, please quote Plate 70348 Edition 0001 Page 5 (8)

133
 MOP Function Test
Plate 70348
MAN B&W

Page 6 (8) When referring to this page, please quote Plate 70348 Edition 0001

134
 MOP Function Test
Plate 70348
MAN B&W

When referring to this page, please quote Plate 70348 Edition 0001 Page 7 (8)

135
 MOP Function Test
Plate 70348
MAN B&W

Page 8 (8) When referring to this page, please quote Plate 70348 Edition 0001

136
137
 MOP Trouble Shooting
Plate 70349
MAN B&W

When referring to this page, please quote Plate 70349 Edition 0001 Page 1 (8)

138
 MOP Trouble Shooting
Plate 70349
MAN B&W

Page 2 (8) When referring to this page, please quote Plate 70349 Edition 0001

139
 MOP Trouble Shooting
Plate 70349
MAN B&W

When referring to this page, please quote Plate 70349 Edition 0001 Page 3 (8)

140
 MOP Trouble Shooting
Plate 70349
MAN B&W

Page 4 (8) When referring to this page, please quote Plate 70349 Edition 0001

141
 MOP Trouble Shooting
Plate 70349
MAN B&W

When referring to this page, please quote Plate 70349 Edition 0001 Page 5 (8)

142
 MOP Trouble Shooting
Plate 70349
MAN B&W

Page 6 (8) When referring to this page, please quote Plate 70349 Edition 0001

143
 MOP Trouble Shooting
Plate 70349
MAN B&W

When referring to this page, please quote Plate 70349 Edition 0001 Page 7 (8)

144
 MOP Trouble Shooting
Plate 70349
MAN B&W

Page 8 (8) When referring to this page, please quote Plate 70349 Edition 0001

145