MAN Diesel PrimeServ Academy ME Concept презентация

< >
Control system:
- Multi Purpose Controller
- Control Network
- Main Operating Panel
- Local Operating Panel
2) Tacho system
3) Performance
4) Pneumatic Manoeuvring System
ME Concept
Engine Control System

Control Systems
< >
Bridge Ctr System
Engine Ctr System

Engine Control System
MPC & Control Network
< >
2 redundant control networks are connecting all Multi Purpose Controllers and both Main Operating Panels.
A backup of the application- and setup- software is stored on both Main Operation Panels.
At replacement, the new controller is automatically configured with correct software via the control networks.
The Multi Purpose Controllers are identical hardware wise.
They have different software configurations.

Multi Purpose Controller, MPC
< >
24 VDC, isolated system, A is UPS
2 separate 16 A breakers (A & B) for every MPC
(Accessible by authorized service personnel only)

Multi Purpose Controller, MPC
< >
DIP Switches
DIP Switches &
Reset push button
Power Plug

Multi Purpose Controller, MPC
< >
Amplifier for FIVA (CCU’s) and Hydraulic pumps (ACU’s)
Multi Purpose Controller
’IP 66’ cabinet

Multi Purpose Controller
LED Information Code
< >
The LED gives information, either as a constant light or by flashing.
A flashing LED is a coded message from the controller. The code consists of 2 digits:
1. Digit is given by red flashes on yellow/orange background
2. Digit is given by green flashes on yellow/orange background
The 2 digits are separated by a 1 sec. yellow/orange pulse.

Multi Purpose Controller
LED Information Code
< >

Control Network
< >
120 Ω
120 Ω
120 Ω
120 Ω

MPC’s Nordic Brasilia – 6S70ME-C
< >

Engine Interface Control Unit, EICU
Interface to External Systems
< >

Engine Interface Control Unit, EICU Speed Setpoint
< >
Pre defined RPM for starting.
Stop
Gives the minimum speed set point
Gives the maximum speed set point
ONLY for CPP plants - Fixed speed set point when ’Bridge command take’ is active
Shut Down ⇨ Stop
Speed set point reduced to Slow Down Speed
Speed set point set inside RPM range for shaft generator
Speed ramp up / down, 3 RPM / Sec. Not cancellable
80 – 100 % RPM in 90 min. on largebore engines. Cancelled by ’Increase Limits’
Modifies setpoint to be outside the barred speed range
Fine adjustment of speedset active

Engine Control Unit, ECU
Start Block
< >

Engine Control Unit, ECU
< >
3 governor modes:
RPM – Torque - Index
2 Running modes:
Economy - Emission
In combination with manoeuvering handle: (nothing happens while the handle is in ’Stop’ position)
Auto: Slow turn valve - main starting air valve - fuel
Slow Turn: Only slow turning valve, no fuel
Air Run: Air starting sequence, no fuel
Prepare Start:
Prelube and aux blower start by pressing MOP or moving man-handle.
In case of start failure, there will be 2 repeated starts with increased fuel (heavy start)

Engine Control Unit, ECU
Injection Profiles
< >

Engine Control Unit, ECU
Governor
< >
Pre defined index for starting.
Max fuel set by C/E, for individual or all cylinders.
A certain Pscav allows a certain index
A certain RPM allows a certain index
A certain hydraulic pressure allows a certain index
ECU A/B are the governors – calculating the needed fuel index

Cylinder Control Unit, CCU
< >
Fuel plunger position 4-20 mA feedback
Exh. valve spindle position 4-20 mA feedback used in valve control
One CCU for every cylinder
FIVA feedback from LVDT sensor, 4-20 mA

Starting Air Systems
< >

Starting- and Pilot Air Valve
< >

Auxiliary Control Unit, ACU
Blower Control
< >
The blowers are starting one by one, to prevent overload of electrical system
In AUTO mode:
The blowers are started at ’Prepare Start’
At engine running they are controlled by the scavenge air pressure, stop at 0.7 bar (time delay), start at 0.4 bar.
At engine stop they will continue running for default 15 min.
In Manual mode:
Controlled by the operator

Auxiliary Control Unit, ACU
Pump Control
< >
Electrically driven pumps 1 & 2 are controlled by ACU 1 & 2
Engine driven pumps 1, 2 & 3 are controlled by ACU 1, 2 & 3, The control is modulated, based on the pressure setpoint and the actual hydraulic pressure.
Engine driven pumps 4 & 5 are the same type as 1, 2 & 3 but are controlled digitally by ECU A & B, either maximum AHEAD or maximum ASTERN.
If the engine is equipped with 4 or 5 engine driven pumps, ECU A & B are not 100 % redundant

Multi Purpose Controller, MPC
Summary
< >
The MPC’s are software wise configured to
4 different controller functions:
1) Engine Interface Conrol Unit – EICU
2 completely redundant units
Handles the interface to external systems
2) Engine Control Unit – ECU
2 completely redundant units (except with more than 3 engine driven pumps)
Handles the engine specific control functions (the govenor)
3) Cylinder Control Unit – CCU
1 for each cylinder unit, redundancy by multiplicity
Handles the cylinder specific functions (fuel injection, exh. valve, cylinder lubrication and starting air valves)
4) Auxilliary Control Unit – ACU
3 units, redundancy by multiplicity
Handles the auxilliary systems (hydraulic power supply, aux blowers)

Engine Control System
Control Panels
< >
Bridge Control system is connected to EICU
Engine Control Room Panel is connected to EICU
Local Operating Panel LOP is connected to ECU

Main Operating Panel, MOP
< >

Local Operating Panel (LOP)
FPP
< >

Local Operating Panel (LOP)
CPP
< >

Engine Control System
Tacho System
< >
There are 2 redundant tacho systems.
System B
System A
Standard is:
angle encoders with one
reference sensor on the turning wheel (A-system)
Option is sensors at the turning wheel

Tacho System
< >

Tacho System
Angle Encoders
< >
90 deg ATDC
Angle encoder A
Angle encoder B

Tacho system
Angle encoder A + B
< >
System A (powered from ECU A)
MMA = Marker Master A
MSA = Marker Slave A
Q1A = Quadratur 1A
Q2A = Quadratur 2A
System B (powered from ECU B)
MMB = Marker Master B
MSB = Marker Slave B
Q1B = Quadratur 1B
Q2B = Quadratur 2B
(Turning wheel Reference)
0 deg
45 deg
90 deg
135 deg
TDC 1

Tacho System, Angle Encoders
< >

Tacho System Amplifier Boxes, TSA
< >

Tacho System, Semicircular Ring
< >

Tacho System, Master Slave A, MSA, on AFT end of Engine
< >

Tacho System
Trigger Rings + Sensors (option)
< >
Triggersegment with a sine-curved tooth-profile The total trigger ring is built by 8 equal segments.
• 2 redundant set of sensors.
Each set consist of four sensors. Two quadrature sensors measure on a trigger ring with 360 teeth and two marker sensors measures on a semicircular ring.
• Each set measure engine speed
•
and crankshaft position for synchronization of the control events.

Performance
< >
By changing the exh. valve closing timing, the Pcomp can be adjusted, and then the Pmax can be kept constant in a bigger range.
The maximum pressure rise (Pmax –Pcomp) has the the same limits as for MC engine because the combustion chambers are identical. (i.e. 35 bar)

Pscav, Pcomp & Pmax