MAN Diesel Variable Bypass System Operation Manual ME Engines AV ZANE MAN Diesel & Turbo SE Teghholmegade 41 DK-2450 Copennagen SV Denmark Phone +45 93 85 11 00 Fax +45 23.85 1080 0210-0001-0004 = 2 a = a ey a s a = c = a fe S = beers 0210-0001-0004 14MAN Diesel 0210-0001-0004 Table of Contents Page E oo 210-0001 a cs ist of Abbreviations 4 Py 8 Ss = 5445-0300 a 2 1. Introduction a 1 Why Variable Exnaust Bypass Valve? 1 & 1.2 Main Components 2 1.3 Working Principle 3 2. Operation 21 System Layout 5 2.2 HMI Panel and Configuration 7 23 Description of HMI Panel 7 24 Special Running 7 25 FMEA or EGB System 8 26 Commissioning and Autocalbration 9 3. Maintenance 3.1 Maintenance of System 13 4. Electrical Wiring 8 Descriptions (supplemental) 6645-0190 MOP Descriotion 6645-0240 Alarm Handling on the MOP. 6645-0250 Engine Operation 6645-0260 Auxiliaries 6645-0270 Maintenance 6645-0280 Admin ar 38 a 38 Pi SH ae a as] Pa) 2@0210-0001-0004 Ee Fs rd 2 oA mA FA Fe Bs 5 F Se Fe = 5 PY eee PATTY Drawings 5455-0140 6655-0125, 16655-0130, 6655-0135, 16655-0140, 5655-0145, 6655-0180, 6655-0190, 16655-0195 6655-0200 16655-0205 16655-0210 Work Cards. 4765-1901 £68 Electrical Diagrams MOP Overview MOP Alarm List ‘MOP Event Log MOP Manual Gutout List ‘MOP Channel List MOP Scavenge Ar MOP System View I/O Test ‘MOP Invalidated Inputs MOP System Status ‘MOP Set Time MOP Version ‘Mult Purpose Controller - Mounting List of abbreviations used in this manual. EGB Variable Exhaust Bypass Valve MPC Multi Purpose Controller SCU\.. Scavenge Air Control Unit MOP “Malin Operating Panel ECS Engine Control System TC Turbocharger 40)MAN Diesel 5445-0300-0004 Introduction 14 Why ‘There are basically three reasons for apalying a ‘Variable exnaust bypass variable exhaust valve’ bypass valve? 1: Aretic bypass, 2: part load/low load tuning, 3: Waste heat recovery, Arctic Bypass. The purpose of arctic bypass is to facilitate the engine operation of vessels operating inthe arctic areas. These vessels experience the undesirable ef fects of an increasing scavenge air pressure as a result of the decreasing ambient temperatures. An increased scavenge air pressure may seversly damage the engine, because the combustion pressure may exceed the de- sign limit of the engine. ‘To prevent this type of engine overload, the “Variable exhaust byoass valve" (EGB) has been introduced as an option to MAN Diesel's engine programme, Part load/low load tuning, ‘The purpose of part load/low load tuning is to boost the scavenging alr pres- sure at part load, while keeping T/C speed and pressures in range at high load, For this tuning, bypass is at ISO conditions closed up to 78% engine load and then opened gradually up to 100% engine load, Waste Heat Recovery (WHA ‘The purpose of WHR is to obtain the highest possible yield of the combined Engine + WHR system, while stil protecting the main engine. When operating with a steam turbine, the EGB may be opened to increase steam production, When operating with a power turbine, the EGB is in place to compensate when the power turbine is not operated with full open control valve. Itis also possible to operate with steam turbine and power turbine at the same tine. & cg = a a of = = <7) a et s = Fd fir] a i=] S Eo DTT PT CC RIKI 4 (13)5445-0300-0004 MAN Diesel £ S s Q 3 g Sa 5 F) B 4 FI = rd a ey F1 5 eS 5445-0300-0004 Tecan 4.2 Main com- The bypass valve is mounted on top, or on the ponents exhaust side, of the exhaust receiver. The valve is operated by a pneumatic actuator with electro- pneumatic positioner - see Fig. 5. Fig, 1: Variable bypass valve with pneumatic ac tuator The ‘variable exhaust bypass valve" is regulated by a Scavenge air Control Unit (SCU) On ME and ME-B type engines the SCU is integrated in the Engine Con- ttol System, where on MC type engines the system s a stand alone unit with its own Main Operating Panel (MOP A similar to those of the ME/ME-B engines. eee Fig. 2: MOP and keyboard, delivered as a ‘stand alone’ unit for MC engines 2(13)MAN Diesel 1.3 Working principle 5445-0300-0004 ARCTIC BYPASS and part load/low load tuning ‘The scavenge air pressure 's controlled by adjusting the flow of exhaust gas that 's forced through the turbocharger, thereby adjusting the amount of energy the compressor receives. The exhaust gas flow is regulated by the bypass valve, mounted directly onto the exhaust receiver, leading a suitable amount of exhaust gas past the turbine, The bypass arrangement makes it possible to limit the scavenge air pressure as ilustrated in figure 3. Pecav Fly open variate bypass simi 306 vanatle bypass ase Engine Load MR (100%) Fig, 3: Typical Pscav curve with ‘Arctic bypass” WHR: ‘The WHR system consists of an EGB and a power turbine or a steam tur- bine (or both) ~ see figure 4. The power turbine power is controlled by the Power turbine control valve (PTCV} The Power and Steam turbine produces power to cover the ships electrical demand, and will continuously adjust to meet the demand. In order to protect the Engine - four limits are defined: 1. Max alowed Tetal bypass (depending upon engine load) 2. Min allowed Total Bypass (depending upon engine load) 3. Max Pscav 4. Min Pscav depending upon engine load) & cg = a a of = = <7) a et s = Fd fir] a i=] S Eo DTT PT CC RIKI (tg)5445-0300-0004 MAN Diesel £ S s Q 3 g Sa 5 F) B 4 FI = rd a ey F1 5 eS 5445-0300-0004 Tecan ‘The Total Bypass is the combined opening area of the EGB and PTCV. ‘The power turbine is allowed to open until the Max total bypass limit is reached, or the Min Pscav Imit is reached. The EGB makes sure that the Min bypass and Min Pecav limits are {ulfled regardless of the Power turbine position. In case of an operation with Steam turbine only, the Steam turbine may request extra ex- haust energy. The EGE will open to provide this energy if the limits of the engine allow. ‘Shutdown Contal vate wir contol | Valve Engine Control ‘system (SCU) Bypass valve (en) Seaverain ar PU pressure (Psa) Fig. 4: Waste heat recovery system with powor and steam turbine 413)MAN Diesel Operation 21 System layout ARCTIC BYPASS/LOW LOAD/PART LOAD TUNING 5445-0300-0004 ‘The Seavenge air Control Unit (SCU) uses the EGB valve to adjust the scavenge alr pressure. The control structure is a closed loop based on a Pscav measurement and a Pscav setpoint - cee Fig. 5. The Pscav setpoint is calculated fram the engine load. The engine load is cal- culated on the basis of engine speed, fuel index and, as an option, also on 2 torque measurement. Measured Pacey ctuathe sma +} convotee ASE ani ny gnns vate 1 | Erone ! a Fig, 5: System layout of the SCU & cg = a a of = = <7) a et s = Fd fir] a i=] S Eo DTT PT CC RIKI 513)5445-0300-0004 MAN Diesel £ S s Q 3 g Sa 5 F) B 4 FI = rd a ey F1 cs S eS 5445-0300-0004 Tecan WHR: ‘The limits of the WHR system is calculated based on Engine load. On MC ‘ongines this is calculated based en RPM x Fuel Index. Functional struc- ture is shown in figure 6. \WHR2 PT Valve Max. Alone Poston Fig. 6: Functional control structure eng)MAN Diesel 2.2 HMI panel and configuration 2.3. Description of HMI panel 2.4 Special running 24a Pscav pres sure sensor failure 24.2 MPC failure 2.4.3 WHR trip 24.4 Interface failures 5445-0300-0004 The MOP (Main Operating Panel) is the interface to controling the EGB system, The MOP as such comprises a PC, with the EGB system software pragram installed, a 15 inch touch soreen and a keyboard with integrated mouse. All are specifically marine ap- proved items. The touch screen needs bare skin contact in order to function, ‘The different MOP screens are explained in the following. See Drawings 8655-0130 to 6855-0210. ‘See Description 6645-0190 and 6645-0240 to 0280, Special running occurs when the EGB system does not operate properly, due to either hardware or electrical failure. Below is a description of two signticant situations (2.4.1 and 2.4.2) where the engine will be capable of running normally or under re- duced load, alter the engine personnel has adjusted the EGB ar- rangement manually. 2.4.3-x describes a situation only related to WHA, In case of Scavenge Air Pressure Sensor failure or Load Estimation failure (1pm or Load Index falure), the EGB system can oe run man- ually. See Drawing 6655-0180. Go to MANUAL mode and adjust the EGB according to the testbed value report or adjust the EGB to fully ‘open for fail-safe running, In case of MPC failure, manually adjust the by-pass valve to fully ‘open for fail-safe running, Ifthe engine is equipped with WHR and an internal efror occurs on. the power turbine (e.g. lube failure, generator failure), the Power tur bine will close very fast. In this situation, the EGB opens immediately to avoid excessive T/C speed and excessively high pressures. Ii the engine is equipped with WHR and there is an error on a signal from the WHR system, running with power turbine is not allowed. This is displayed by setting signal “allowed PT CV pos” = 0. & cg = a a of = = <7) a et s = Fd fir] a i=] S Eo DTT PT CC RIKI 713)5445-0300-0004 MAN Diesel 2.5 FMEAfor The Failure Mode and Effect Analysis (FMEA) can be used to get an overview of EGB system (Fail- what to expect when performing maintenance on the ECS MPC/MOP, or what Ure Mode, Effect happens it an MPC or 2 MOP unexpectedly falls and Analysis) ‘The FMEA consists ofa table inclucing the folowing felds: Falling Component The soeciic component for which the subsequent fielos apply, Precaution Deseribes whetner or not ECS alarms are released (indicated by a 22S}, if manual actions are required {indicated by a &) and what the ECS does automatcaly (ncicated by a Sl) Effecton Engine An overview of how a falure of a single component affects the running of the engine, inclucing the ECS. £ S s Q 3 g Sa 5 F) B 4 FI = rd a ey F1 5 eS Generally, the SCU or the MOP may always be stopped and restarted independ ently of the other unit, also while the engine is running. However, the FMEA table should be consulted for details pertaining to the specific MPC/PC. ‘When an MPC is started it will automatically recsive all the necessary information ‘rom the other units (any available MOP} before its actual application (control func tionality) is started, SOU Unit fails (power falure/sys- | AE An alarm is released | the ‘lock in las'-cositon tem fatur) Is a closed position then on- {gine leas power) should be with: Seltlocking actuator limited to 80% for protection. type { VI control or Electric 3 The Vilbypass can oe bypass contro} pened manually > no limi= tations on lon SoU Unit fas (power falureisys- |e An ale is released | Bypass wil open fll sata) tem fara} Continuous running with no Imitation with: Spring return actuator \ype { Pneumatic bypass + convott bypass} ‘Actuators Falls/sticks in closed posi-| [) Too high Pecav / 1/G | While actuators are stuck in tion PM wil fret gi an alarm closed postion, the engine ‘and aval ncreases give. | oad (power) should be lin ccancellable slow down | ited to 80% for protection, MOP Uni faisine connection Visual Inspection of | No restitions dlgolay 5445-0300-0004 Tecan 213) ayMAN Diesel 2.6 Commis- sioning and Auto- calibration 2.6.1 IP-converter (Giart PS2) commis sioning 5445-0300-0004 Auto-calbroring and test of Siemons SiPart vale control “To perform auto calpraton of tho Siemons PS-2 SiPart Valve Postioner, used forthe EGB, folow the checklist below. During the procadura, the casing on the PS.2 unit should be removed as cescribed belo. Abbreviations NO Normally Qpen Ne Normally Closed ow Glock Wise cow Counter Glock Wise Check the valve's fal-safe-position and rotation direction. NO CCW is our standard setup but we have encountered cases with both NC COW, NC CW and NO CW To test fallsafe position and rotation direction disconnect air supply and check whether position when vented is NO or NC, When reconnecting air supply the rotation direction (CCW or CW) will be shown, Rotation direction (CCW or CW) is defined as rotation direction from vented position, The following instruction is based NO valve with CCW rotation. If this is not the case onboard the valve-actuator should corrected/updated to NO COW. Safety notice: Whenever magnet position is adjusted air supply must be cut Off. This is both due to the safety aspect of sudden valve actuation curing ‘manyal adjustment ang its the only certain way to find out whether the vale is NO/NG CW/COW. 1, Connect all cables according to Drawing no, §136097-0, ‘Set-Point cable connected to terminal 6, 7 (SCU ch.70) ‘Alarm cable connected to terminal $1, 32 (SGU ch.20) & cg = a a of = = <7) a et s = Fd fir] a i=] S Eo DTT PT CC RIKI (13)5445-0300-0004 £ S s Q 3 g Sa 5 F) B 4 FI = rd a ey F1 5 eS 5445-0300-0004 Tecan MAN Diesel Feedback cable connected to terminal 61, 62 (on ly-module} (SCU ch.34), see igure 7 below. Posit to EMC Fitter module, see ‘igure 7 below. Feedback cable connected to terminal Position-feedback, Fig, 7: Terminal and SiPart On the SiPart: Switch the yellow Transmission Ratio Selector to *90"" with or screwdver, pen Press Hand (bottom mark with a hand} for minimum § seconds. The SiPart goes in to Configuration-mode for the parameters d+, The SiPart is NO (Normal Open} and Set Parameter + (Type of Actuator] to sot to Par-turn-actuator with inverse action. (Actus Open = 100 9%), BBy pressing the nang - change to parameter 2. This should already be 90°, as this is olector. chosen by the yellow Transmission Ratio §MAN Diesel 5445-0300-0004 By pressing hand ~ go to Parameter 7 and by use "FALL! for Normally Open valves COW rotation. By pressing hand — go to Parameter 38 and by use of 4" or" select "Rise" for Normally Open valves COW rotation. Go to parameter 4 - intialsing of SiPart, Press "+"for min 5 seconds for tarting initiation, The SiPart will run the Automatic Initiation Program with § steps. = the direction of the actuator is in- tuator working direction, It the initial process stops at "Run 2°: “Run 2" can be stopped due to 2 rea- sons: "Down violence band violated” and “Up tolerance oand viclated’. I ‘Down tolerance bar sd, the magnet must be turned to 4-10 % ‘Up tolerance band is violated, the magnet must be turned to 94.98% £ S s A 3 g Ba 5 a a a 3 = ed a cy Fr 5 FS Fig. 8 Note magnet position. PT CC RIKI DTT 41 (13)5445-0300-0004 £ S s Q 3 g Sa 5 F) B 4 FI = rd a ey F1 5 eS 5445-0300-0004 Tecan MAN Diesel 12. When the display shows “Finish” - the Intal process is terminated suc- cessfully. Automatic Initiation Program terminated successfully. 18. By ovessing the hand - change to parameter 47, Set parameter 47 (alarm switch function) to “hn AY (Fault + not automatic), The SiPart is set-up to send an alarm when It has a fault or is not in Automatic-Mode. 14, Press hand for more than 5 seconds for exit of Configuration Mode. IMPORTANT -BECAUSE THIS SAVES PARAMETER CHANGES. Set-up and parameters saved. Display will show “software version 4.00" — and system is ready to use, 416, Test valve function local, By a short press on Hand you can toggle between "Auto! “Manual”. In Manual-made ~ the valve position can be changed by pressing “+” or finished testing — leave the controller in Auto-mode, ‘Test valve function from MOP. On the "Scavenging Air screen" change EGB-mode to "Man- ual" {you need to be in *Chiet"-mode), ‘Test the valve function by changing the set-point to several different posi- tions between 0% and 100% and check that the posttion-feeuback Is follow- ing the set-point, Check that the valve is close at 0% and is fully open at 100%, When finished testing ~ switch EGB-mode back to “Auto” Information regarding signals between ME-ECS and valve-controller Signal Scaling Sealing SOU W21, 8721 4 [mal = 01%] 20 [mA] = 100 [5] (position feedback) ‘SOU J79, 8720, 0 (9) = 20 ma} 100 [4] = 4 mal (Position Set point) SOU 20,8725 High = OK Low = faut (Var. Bypass Actuator OK) 12113)5445-0300-0004 31 Mainte- nance of system 3. MPC Ifthe MPC needs changing of the back-up battery this can be done without ‘changing of back-up turning of the power to the MPC. However, MAN Diesel recommends to stop the battery engine frst as a safety precaution On receiving a new MPC, remember to install a new back-up battery betore turning on the power for the MPC. Fig. 8: MPC 31.2 MPC Itis of great importance that the MPOs are supplied with constant power. constant power ‘Theretore, MAN Diesel recommends that attention be drawn to the general ‘maintenance of the Uninterruptible Power Supply (UPS) supplying the MPCs. Mainly, change of batteries according to interval is important. For more informa tion, refer to maker's manual 31.3. MPC See Procedure 4766-1861, Mult Purpose Controller replacement Electrical Wiring See Drawings 5455-0140. & cg = a a of = = <7) a et s = Fd fir] a i=] S Eo PT CC RIKI DTT 1313)MAN Diesel 6645-0190-0006 14 MOP, Main Operating Panel 1.2 MOP issu 1.21. Ethernet con- nections Main Operation Panel (Overview) ‘The MOP is the Hurnan Machine Interface (HMI) through which the Engine Control System (ECS) and thus the engine is operated. The HMI is described in Chapter 6645-0240 through Chapter 6645-0280. ‘The MOP units are basically integrated marine aoproved and certiied PCs with touch-screen: ‘An actual instalation comprises one MOP unit, which is placed in tne engine control room (ECR). A second standard designed PC, wth CoCoS EDS (option- al), is inter-connected with the MOP through an ethernet hub. A printer is also connected to this hub, ‘The MOP type has a keyboard with integrated pointer (mouse). ‘The touch-screen, for the MOP, is a frame in which a capacitive touch is used {or dotecting touches on the screen. The screen needs bare skin contact in oF der to function. Instead of using the keyboard or pointer, the operator can touch the graphic ele- ments on the screen in order to interact with the ECS, ‘AUSB connection is installed In the front panel, by the screen. ‘The integrated USB plug is used at engine commissioning to setup the two MOP units with operating system and program software, using a USB. The ser- vice keyboard and USB plug are, under normal circumstances, only to be used ‘oy MAN Diasel personnel The MOP is equipped with an Cthernet card for connection to other systems such ‘as CoCOS-EDS. To avoid virus and worms on the MOP, special care must be taken ‘when connecting to networks of any kind, DISCLAIMER: MAN Diesel & Turbo disclaims responsibilty for any evert or condition that originates from installation of unauthorised software. This in- cludes, but is not limited to, vius. ‘To emphasize the disclaimer, yellow stickers are placed at suitable places on the MOP units < a S a 4 a a Ss = DTT 6645-0190-0006 12)6645-0190-0006 1.2.2 Control Net- work c a Fy Fa ES a a s = PEER E Uy Tecan MAN Diesel Each MOP is connected to the ECS by means of the Control Network that in- ‘erconnects the nodes in the ECS. The Control Network is implemented as two independent networks for redundancy. 1.2.3 Maintenance Normal PC maintenance tools and cleaning detergents can be applied, 20)MAN Diesel 6645-0240-0009 HMI (Human Machine Interface) The HMI consists of four fxed areas always shown. See Drawing 6655-0125. 1, AnAlarm Status Bar showing the oldest non-acknowledged alarm and the alarm status in the top of the screen. 2 ANNavigation Bar at the right side of the screen, with tabs for main and secondary menus. A Toolbar at the bottom of the screen. 4, ASoreen area (rest of the screen) The HMI operates with two user levels, which are Operator level and Chie level + Operator level: from the Operator level tis not allowed to set any parameters. Itis for normal operation and monitoring only. * Chief level: in addition to the Operator level, the operator has privileges to set parameters. A password must be supplied in order to access Chief level. Changing the access level to Chief level is done by pressing the Access button. A keyooard appears where the password can be entered There is no limit in the number of unsuccess‘ul attempts to enter the correct password. The password is hardcoded in the system and can therefore not be changed. The password is to be thought of as an aid to the operator, in order to prevent unintended input to the system ‘Alarm System The alarms on the MOP panel are all related to the Engine Control System. On plate 70819 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. in case of a slow Gown and a shut down, The shut down and slow down can be divided into two kinds - cancellable and non-cancellable. Ifa 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. Ita non-cancellable shut or slow down occur the safety system must release the shut or slow down immediately, DTT a Ss = 2 ES = 5 ey £ 5 = 5 = [= s <= 6645-0240-0009 16)6645-0240-0009 a I ES A = 5 5 > = 5 = 5 Py [= s 4 Tecan 6645-0240-0009 3. 34 MAN Diesel Alarm Handling Alarm List ‘Alarm handing is carried out from one ofthe following four scrgens 3.1 Alarm List 2.3 Event Log 3.4 Manual Out-Out List 8.5 Channel List ‘These four Alarm Hancling screens can be accessed via the secondary naviga- tor by pressing the “Alarms” button in the main navigator, When pressing this bution, the latest selected alarm screen will be shown. Ifno screen has previ- ously been selected, the ‘Alarm List” Is shown, The screen can then be changed via the secondary navigator. ‘The Alarm List contains the central facilty of the Alarm Handling, allowing for display, acknowledgement and cut-out of raised alarms, Detailed alarm explana- tion 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 simpli tho overview of the alarm list. The group can be expanded by solocting a group and pressing the -/ button on the toolbar. Not all alarms are grouped. It there are too many alarms to be cisplayed at the same time on the screen, the remaining alarms can be accessed by pressing the Page-uo/Page-down but- tons on the Toolbar, ‘Alarms presented in the alarmlist can be found in thrae states: 1. Alarm non acknowledged 2, Alarm acknowledged 8, Normal non acknowledged ‘An alarm can only appear 2s one line in the alarm list. An acknowledged alarm going into normal or an alarm in the normal state being acknowledged, is imme- diately removed from the list. Acknowledgement of a single alarm or all alarms is allowed on both levels (op- erator or chief] from the "Ack/"AII” buttons on the toolbar at the bottom of the screen, (When pressing “Ack’/All" only the alarms visible on the screen are ac- knowledged) 20)MAN Diesel 6645-0240-0009 a =] ‘To 600 a detailed alarm explanation, pross the relovant alarm line. = “The alarm line is then surrounded by’a thick blue line showing that thas been selected. By pressing the button "Info" on the Toolbar, a window will appear just fee above the Toolbar, This window contains 5 S > * Description = S + Cause 5 + Effect 5 * Action 5 E 3 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}. Pa I =] i ey : a 2 ry 3 2 re DTT haar) 318)6645-0240-0009 a I ES A = 5 5 > = 5 = 5 Py [= s 4 Tecan 6645-0240-0009 3.1.4 Alarm Line Fields, Colours and Symbols MAN Diesel Each alarm line is divided into the following fields:Ack, The acknowledge- ment status fleld of non-acknowledged alarms contains an icon toggling be- tween two states, alerting the operator of a non-acknovledged alarm, The status of the alarm can al as well as the graphical iden faen as shown below. be identified by the background colour ication in the Acknowledgement field on the 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 alatm in alarm state ‘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 G@] | Unscknowtedged alarm is cut out @ @ & © ‘At the upper right (from left to right}: comer of the screen four small icons are shown which are © | server oracive name Number of Manual Cut-out alarms Number of invalidated channels From the toolbar at the bottom of the Alarm List sere This feature is described in deteils in Section 3.2. alarms can be cut-out, 40)MAN Diesel 6645-0240-0009 3.2 Event Log Description. This field contains the alarm text (e.g. »HCU ol leakages) Status. This fold shows the status of the alarm as ane 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 frst occurrence of tne alarm, no matter the status changes. The time 's shown in hours, minutes, seconds and 1/100 se0, (e.9:18:47:02.56) The Event Log (see Drawing 6655-0135) is, for instance, used for viewing the history of events and to support the operator in troubleshooting. Events stay inthe log even after they have been acknowledged and no longer are active. ‘Alarms are logged with three events in the Event Log. The events are Alarm, Normal and Acknowledged. There can be up to 1 milion events logged in the event log. The events are stored in a database on the MOP’s hard aisk with both local ang UTC time stamps. if more than 1 million events are logged, the oldest events are discarded, Each event (with the most recent event on top) is shown as a single line and ‘each event Ine is divided into the following Fels: ID Unit Tag. This feld 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, min= utes, seconds and 1/100 sec. Description. Tis field contains the alarm tex. Status. This fold shows either Normal or Alarm. MGo, Shows whether the alarm is Manual Cutout or not. Go. Automatic Cut-out Ack. The alarm 's acknowledged. DTT a Ss = 2 ES = 5 ey £ 5 = 5 = [= s <= 6645-0240-0009 ste)6645-0240-0009 Tecan a I ES A = 5 5 > = 5 = 5 Py [= s 4 6645-0240-0009 3.2.1 Searching and Filtering Event Log Records tts 3.2.2 Saving Event Log Records MAN Diesel ‘When using the Event Log to help analysing an event, ciferent search and fiter ‘acilties are available to narrow the search. Explaining in brief, the facilties are (one button for each: Go to Date/Time: ‘This feature is used to ecroll the list to a certain date and time, when the spe- cific Date or Date/Time is known. When pressing the Go to Date/Time button an on-screen keyboard appears with two button/felds for Date and Time respectively. Press the button to be specified and enter the value. The Date feld is obligatory, while the Time fed is optional. Press Appiy to execute the search. The selection will be the frst ‘event after the specified date (and time}, ‘The keyboard scroll buttons can be used afterwards to narrow the search, Time Span Filter: ‘This feature can be used if only a part of the list is interesting, e.g. if a certain range of the event log list is to be printed or expertecm, e.g. for troubleshoot ing assistance at MAN Diesel. Enter the from/to date and time in the Time Span Fiter toolbar by using the ‘on-screen keyboard, If only the From Date is entered, the To Date is auto- matically set to the current date, Also if only the To Date is entered, the From Date is automaticaly set to 1900-01-01. From Time/To Time is optional. Press Apply to execute the selection, ‘The time entered MUST be UTC time, Unit/Tag Filter: When an alarm occurs, itis stored in the Event Log by its ID (unit/tag nurn- ber). Ibis possible to fier for 2 specific cause of event ar a group of events by pressing the Unit/Tag Filter button, e.g. if one wants to see how often a spe- cific event occurs, or if e.g. only events related to a specific unit, are interest: ing. ‘Three criteria buttons ffiter buttons) appear in the on-screen keyboard to de- fine the filter: Unit: The unit name, e.g, SCU Index: The unit number, e.g. SCU1 (only available if a unit has been entered) Tag: The alarm tag name, e.g. 081220 The folds are all optional, Fiolds that are not fled in, means ‘any text’. Pros Apply to execute the search and fitering, Export: This bution is used when saving the Event Log Record cisplayed to a USB. memory stick, the hard disk drive (HDD) or when printing a hardcopy of the data displayed - see 3.3.2 ee) CmMAN Diesel 6645-0240-0009 PO Ifa printoris connected to the MOP hub, printing the displayed data is pos- sible. 41. Press the Export button. 2, Press Print from the pop-up screen, ‘To mit the emount of lines to be printed, see Time Span Filter For troubleshooting ourposes, MAN Diesel may request an Event Log Record. The Event Log Record can be stored as a compressed file (zip) on a USB mem- cory stick or on the hard dise drive (HDD), by the engine crew, The zip fle is then sent by e-mail from the ship's ordinary PC to MAN Diesel. Save to USB Memory Stick: MAN Diesel recommends this option to deliver an Event Log Record for trou- bleshooting purpose. 41, Insert the USB memory stick into the MOP, 2, On the Event Log screen, press the Export button and the Export Event Log tool bar shows up. Destination feld will read USB, &. On the Export Event Log tool bar, press the Save button, 4. When the saving is finished, the Destination fled will oad Saved, and the USB memory stick can be removed, The data cisplayed on the Event Log screen, is now stored on the USB. memory stick, The output will be a comma separated fle with the name EventLogcaate, ime>.zip, ‘To limit the file size to be exported, see Time Span Filler ‘Save to hard disk: Ira USB memory stick is not available, the Event Log data can be saved to the hard disk, 41. On the Event Log screen, press the Export button and the Export Event Log tool bar opens. Destination feld will read HOD, as no USB memory stick is plugged in, 2. On the Export Event Log tool bar, press the Save button. 3. When the saving operation is finished the Destination feld will reac Saved, The data cisplayed on the Event Log screen, is now stored on the hard isk drive, The output will be a. comma separated fle with the name EventLogcdate, tme>.zip, To limit to be exported, see Time Span itor a Ss = 2 ES = 5 ey £ 5 = 5 = [= s <= DTT 6645-0240-0009 78)6645-0240-0009 Tecan a I ES A = 5 5 > = 5 = 5 Py [= s 4 6645-0240-0009 3.4 Manual Cut- Out List 3.5 Channel List MAN Diesel Dump: Dump and Save have the same functionality, except for the actual output. |Le., when the Dump button is pressed, the displayed Event Log is saved to the location shown in the Destination field. The data, however will be saved as an SQL script and compressed to a zip file. The flenarne will be EventLogdumpeDaterime>zip. is the current UTC time when the files were saved. Manual Cut-Out of alarms (see drawing 6655-0140) may be used if, for instance, a tacho pick-up is falling (the engine Is running on the redundant tacho system) and is continuously giving an alarm and cannot be replaced immediately, (Alarms may also be cut-out automatically by the RCS, Automatic cut-out can be used by the RCS to suppress alarms that are unimportant in specific states, 249, when the engine is stonned, ar when a sensor is detected as being faulty), ‘The manually cut-out alarms are shown in a separate ist, which can be ac- cessed from the navigation bar. The manual cut-out screen is in functionality equivalent to the alarm list screen, An alarm can be cut-out manually from the screen's Alarm List, Manual Cut-out List or Channel List. Allalarm channels that have the status “Manual Cutout" are shown in the Man- ual Cutout screen, Removing (“activating”) an entry from the Manual Gut-out List is done by high- lighting the alarms) involved on the screen and then pressing the button “Reac- tivato” in the toolbar. ‘The alarm channel screen (see Drewing 6655-0146) contains status information of allalaum channels within the ECS, no matter the status of the individual alarm channel ‘As detaut, the alarm channels are listed in ID tag-name alphabetic order. From the alarm channel screen, itis possiole to cut out (and activate) alarm channels, 2@)6645-0260-0006 11 Scavenge Air 1.41 Bypass mode 14.2. Set point / Actual The scavenge air system and exhaust gas bypass are monitored in the Auxili ries main navigator. Via the menu, the operator can control and monitor these systems, ‘The Scavenge Air screen, See Drawing 6855-0180, page 1, contains information and controls for monitering anc operating the exhaust gas bypass valve, In the ‘following the different functions that can be activated by pressing the dit. ferent “buttons” on the screen, are explained 141 Bypass Mode 14.2 Set point / actual When bypass mode is activated (see Drawing 6655-0180, page 1), two buttons appear in the toolbar, ‘Automatic’ and ‘Manual’ This function relates to the bypass system. So whenever itis necessary to con- {rol the bypass valve manually, choose the MANUAL function, Soe also the Description 5445-0800, 2.4 - Special Running The *Set point / Actual” button can be pressed manually (in Chie! mode) to per forrn manual setting of the bypass valve. A toolbar for settings is shown at the bottom of the display (see Drawing 8655-0180, page 3) Ditferent running modes may be available (optional. Ps ) 3 : es Fr Ps 2 ry 3 2 re DTT 10MAN Diesel 6645-0270-0006 NU 1.1 _ System View V0 Test Maintenance The maintenance screens give an overall view of the status of the ECS system seen via the following three soreens. 14 System View 0 Test 1.2 Invalideted Inputs 13 Natwork Status The three maintenance screens are mainly used during engine commissioning. Butthe engine crew can also use the screens during fault finding on VO cabling/ channels and external connections to sensors during engine operation, MAN Diesel do not recommend “Preventive Replacement of Electronics", and there is no urgent reason to introduce such a recommendation, as aging failures do not have any critical consequences for the operation of the engine. However, ‘we will consider and evaluate this continuously, in preparation for setting a future upper limit for when the electronics are to be considered ready for replacement. Itis of utmost importance that the MPCs are supplied with constant power. ‘Therefore, MAN Diesel recommends that attention be drawn to the general maintenance of the Uninterruptible Power Supply (UPS) supplying the MPCs. Mainly, change of batteries at set intervals Is important, For more information, refer to maker's manuel. To understand the use of this screen (see Drawing 6656-0190), an explanation Of the layout of the Multi Purpose Controller (MPO) is appropriate. The SCU, for ‘example, is an MPC, The MPC is @ computer unit that has no user interface such as a cisplay or a keyboard, but nas a wide variety of inputs/outouts (VO) for interfacing to sen sors and actuators of the engine, @.9: (see drawing next page). + Inputs for e.g. tacho signals, standard (0}4-20mA transducers, +10V signals, swilches and 24V binary signals * Outputs such as (0)4-20mA and =10V signals, contacts and high-speed semi- conductor switches for actuation of e.g, the exhaust valve of the ME engine * Duplicated Contral Network for security * Sorial communication controller for either a Remote VO Network or pointto- point serial communication * Service channel to be connected to a laptop PC for service purposes. Maintenance DTT Py =] Ss 2 Py & Sg 2 ry 3 2 re 16)6645-0270-0006 Maintenance Tecan Py 8 I 2 ey & 5 ng Pe Pe 2 Er MAN Diesel Network The main processor of the Multi Purgose Controller, includes an on-chip timing cco-processor for synchronisation with the crankshaft rotation and speed mea- surement, ‘To ease the production of the Multi Purpose Controller, all programmable com- ponents are in-circult programmable, which also allows field update of the controller by means of relatively simole tools. The MPC contains no Nard disk oF other sensitive mechanical components, and the software is stored in a non- volatile Flash-PROM memory, i. the application software can 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 @ spare unit from stock ‘The MPC is, as shown on the picture next page, equioped 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 MPCs are synchronised via the netwark, Synchronisation is done regularly and always after power is on after a possible power off. Regarding battery in MPC: see Work Card 4765-1901 When a new MPC is mounted in the cabinet, the dongle in the cabinet is fitted into the ID-dongle, after reconnection of all wires. The 1D-dongle tells the "new" MPG in which cabinet itis mounted ana, in that way, which software and pa- rameters it should upload from the MOP hard disk. ‘The MPC is also equipped with an LED (light emitting diode}, capatle of show- ing green, yellow or red light to indicate the operational status of the MPC. During normal running the diode 's green, When the ciode is yellow, the MPC is uploading engine running parameters from ‘he hard disk in the MOP. Normaly, this takos a few minutes. ‘When the lode Is red, the MPC is unavailable, ‘The use of the soreens on Drawings 6655-0190, 0195 and 0200 also becomes, relevant when MPC change is required. Detailed LED indications are shown in the maintenance Work Card 4765-1901, Multi Purpose Contraler. 26) CmMAN Diesel 6645-0270-0006 ste orbatey ‘Ared light diode is not clearly the situation/status that triggers a replacement of ‘an MPG, but merely an indication in tnat direction, It n doubt, the engineer can use the Maintenance screens to explain the status to skilled personnel at MAN Diesel, The communication wth engineers at MAN Diesel will be less complicated, and possible misconceptions may be ruled out when exact descriptions are communicated to MAN Diesel The idea of the Maintenance screens is to help the engineer run and moniter the Engine Control System {ECS}. The icons (See Drawing 6655-0190) shown on the controllers, show the status of each single controller, e.g. whether it is in mode: = Active = Controling = Test * Configuration * Blocked * Not accessible, By pressing the single controller on this screen, the actual inputs/ outputs on the selected controler are shown in a new screen. (See Drawing 6655-0190). The screen shows Info, ID and Descriptions and processes values of each single channel on the MPC. To perform a view of each single channel or manually set the output of a chan- rel, press the *MPC Mode" field (Chief Level, By doing this, a button named “Test” appears on the toolbar; Press this button, Maintenance DTT Py =] Ss 2 Py & Sg 2 ry 3 2 re 366)6645-0270-0006 MAN Diesel Maintenance Tecan Py 8 I 2 ey & 5 ng Pe Pe 2 Er 1.2 _Invalidated Inputs 1.3. Network Status Changing to TEST Mace will STOP the MPC from controlling the system, By pressing the channel number to the left on the individual channel, a screen similar to Drawing 6655-0190 is shown, Here we see a single channel and the status and values of this channelis Isted on this screen. From this screen, input channels Level) (see Drawing 6655-0190) invalidated and valid d again (Chief Changing the status of a channel may cause the system to malfunction. channel on an MPO if the sensor linked ;ecasionally or continuously is giv- It may be relevant to invalidate an in fe reason or another, The reason ‘rom the sensor FoF loose wiring We recommen that channels are only invalidated in agreement with skiled per- sonnel from MAN Diesel I a channel is invalidated, the channel involved will appear in the inval puts screen, At the same time, the ECS will continue to operate in the be: siole way, without the invalidated Ian input channelis invalidated (as described in Section 1.1 above}, itis listed fon the screen “Invalidated Inputs" (see drawing 6655-0198). ID number, signal ID ‘a short description to easily overview and recognise the channels) involved are shown on this screen, The “Invaldated Inputs" screen is a "Quick View” helping the engineer look through and control which channels have been invalidated. This could be help- ‘ul, for instance after replacing an MPC, Inout Channels invalidated can be validated from this screen (Chief Level), Changing the status of a channel may cause the system to malfunction. This screen (S06 6655-0200} gives the operator an overall view and exact status of the Control Network of the ECS [as ooposed to Drawings 6655-0190 and, -0196 that shows the status of each single MPC). From this screen, itis possible to see the status of the Network illustrated by the following icon names: (the icons are shown on Drawing 6655-0200) 46)MAN Diesel 6645-0270-0006 «This MOP + 0K + No Reply Single Onernel + No Communication + Not Accessible * Online But No Information + Not Relevant * Reference + Cross Connection When all lds are shown with a green y (check mark) everything is okay. The use of the screen becomes particularly relevant when manual checks for earth fault is performed. Engine must be stopped during earth fault checks. Maintenance DTT Py =] Ss 2 Py & Sg 2 ry 3 2 re 866)MAN Diesel 6645-0280-0005 1. System 11 Set Time 1.2 Version 1.2.1 Background 1.2.2 Screen items All controllers in the ECS, and version numbers, are listed and displayed in the ‘Admin main navigator, time set, and in table format ‘The ecreens are: 44 SetTime 4.2 Version (Software and IMO Check Sum) ‘At the Set Time screen (see Drawing 6655-0208), the operator can set the times date for UTC (Chief Level required) or set the time offset for Local Time in inter- vals down to § minutes, Pressing either the "UTC Date/Time" or the "Local Date/Time" buttons, will dis- play the relevant toolbars. From these toolbars, Date and Time can be set. Prossing the “UTC Time displayed” or "Local Time Displayed” buttons gives the ‘operator the option to choose between the time that is displayed on the MOP panel (upper right corner) and in the lists (alarm lst, event log etc). Alarms and logs are recorded with both Local Time/Date and UTC Time/Date regardless of which time/date you set as default This soreen displays the version type of the ECS controling the MC engine (86 6655-0210). It is used to obtain the configuration information of the Engine Con- {rol System (ECS) on an MC engine. It displays, in table format, all the controllers that comprise the system, including specific information relating to each control- ler. In the upper system information line, general information of the ECS system for this particular engine is shown. The flelds are: 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 bulder Eng, No, Engine Serial number re I s : Py Fy Fs 2 ry 3 2 re DTT 12)6645-0280-0005 MAN Diesel Tecan 12 ry 8 ° 3 Fs EY ng Pe Pe 2 Er 4.23. Controller Unit 41.2.4 Parameter Checksum 1.2.5 Using the Screen Inthe Controller information pane, data for each Controller in the system is dis- played. The pane contains the following ID Name of MPG (controller) ‘Addr, Network Address of MPC ‘Type Application group the MPC belongs to SCU User Crier Service Design IMO Design IMO Chist Data shown, is only for ilustatve purpose. The IMO numbers listed inthis table, are unique numbers. ‘The IMO Design numbers never change, unless the Techical File is updated / New approved. The IMO Chit number may change when e.g. changing mode of engine opera- tion through the MOP. For any questions regarding IMO numbering / Technical File, contact MAN Die- sel, Copenhagen, When the screen is first displayed, no information appears on the table. Press the “Refresh” button to retrieve the system information and parameter check- ‘sums of all controllers connected to the ECS (see Drawing 6655-0210). Hat east one controller supplies information on the system that does not agree with the other controllers, @ warning message is displayed in yellow on the tool boar (screen bottom) (see Drawing 6655-0210). Pressing the Print button generates a hardcopy of the information displayed inthe table (fa printer is connected to the MOP}. 20)5455-0140-0002 MAN Diesel rau ee) SweGelp 291399] - auojepUe}S dap Tr wa3yshs suotTe pueys (9f}ewNeuUg) Yauot {sod d/I 2 Sd 03 NOS woud; ssedAg seg 2Sneyxy Jo} uUoTZIsUUOD/UeUbeTG lood-abto-sses 18)MAN Diesel 5455-0140-0002 Aare Tee CD eT Cae ETN erreur) ror 20)5455-0140-0002 MAN Diesel Tae ee Ce ae ET) rau ee) aT 33)5455-0140-0003 MAN Diesel Pa ee) ESTTEST aT re) Ce | POT (21yeuUNaU) JaUOIUSOd d/| Z Sd 01 NDS WOAJ ssedAg sed Jsneyxy JO} UOIDBUUOD / WeIbeIG 19)MAN Diesel 5455-0140-0003 uo} 7800 25a eds SuoUrS “yg © ar seed-Ag sep yeneucg ssa] 1188 x Be eee Cr DE | Pree ror 20)5455-0140-0003 MAN Diesel sweiGelp 29139919 - 994 Pa ee) aT 33)6655-0125-0003 MAN Diesel OTC} £000-SZ10-SS99 PIT [ene doyesrsdQ, Navigaton Bar Jeq|ooL, Pale Usa! Jeg snyeis Wey 10)6655-0130-0006 MAN Diesel Ba end 9000-0€10-SS99 rer eoveuoyuen Eracaas Erni +e)MAN Diesel 6655-0130-0006 [2 [eS erun [Jz ]=]-]- pou Guruuns euuou ust QdIN 4 UL - ‘Suusqe cuund o1q 4 95n89 1003 4 290] OF SUAIEE OK) 22819 ‘einssaid aynesp uoroynsut 0 onp ojqrsod 04 you Kew ovo oun BUSIOHON4 ‘usise finns ‘espe nui ou onssesd onesphy ‘SQuPULIOVed euBUs UO 1D>)2 ON peoue Guuuny (voqpeup peoye ut moy wrumew) uomsod ayes yey oy senou ord usEMS mo} NON, 20 ‘epous eunou i Bunun oUDGIN - 40 ‘oarwey dund omnaipfe - ‘Agoic0 10m yu Soop dund eunsserd yBuy SMesEAH AOIF-BdHH-aNOUD- END Uo poles duund aH SNMEIPHH =ANOYD p9Na osneg ‘vonduosog, Bina Eee) roe 20)6655-0135-0005 MAN Diesel eta tL) POPE ELLE EC) euyorea | sy sous ep |ueds oun | Sexasin 10)6655-0140-0005 MAN Diesel 3817 1nQ-3n9 jenueW dOW Ere) rer 10)6655-0145-0006 MAN Diesel aaa LL | [om HON oon aUlN ich 2 2 Ey---e== ramos oa 98'0r'z1 Sord ae aNWOD'Y-B9GTOEID NEMS SL:AbiPL ‘eid se Bunas'y-loseZe¥9 Aicns 1z:8S' 9 unopInus tee] PAH'SEZI'ZZHD AIcNS eSB ZL nesaid nooarTi-tozt'zo1o AidnG GSO Zt do mendsg umisks Yenct'OBD AS OD.O5-CL neseig aynespiy'L-tozt'LevO Aldnsgt-z0'e1 NSpHe HAS Y-OLL'GRD Mens eS'6y-ZL ‘sp 006 Buuni'v-coLL'eZiO NEMS eG'erZL noi ss01d odd arog $0.08 21 uj S014 odd eyaroq ¥o:0R:Zt (ono; uwsopinys) eoerea(oNNaIPAY ZeBL-OL eve M9 duna drug $L:eZ'bL ‘euwey dung €0:05-21 poresyno Fane zoe OL poweavio Lovo sca 8 NO Woy spuOWMDON = any ma 8 wun xen yur N38 og or aea8g 11 (18)MAN Diesel 6655-0180-0008 seis ae es esr a a zn 0 ' 3 0 3 Iau wonsreg prods =a Imaal ods 21 TOL aBevony away |, ‘Buumeg paods a eT ae) dy abuaaesg dOW CITT 12 (16)6655-0180-0008 MAN Diesel Ly eT Ce (en POT Bn Cin seis [vada] Hed 185 F200, (wd x} 504 a720N ery [vedo] 28h0 S04 9rz0N (nu wonsnea prods (maw pnds 13 (16)MAN Diesel 6655-0180-0008 dy abuaaesg dOW eee) reer 14 (16)MAN Diesel 6655-0180-0008 Fe Ps 7 s 5 By CA a Ss = Scavonge lr Receiver ie et. I {setroat opening xw a= | ast Recs ‘ypass ose |__ tuto] Blowers Mode {__Auto | Ra DTT) loa 15.16)MAN Diesel 6655-0180-0008 dy abuaaesg dOW a emmy eu OA iy dB ROL Poe ud eee) reer 16116)6655-0190-0006 MAN Diesel Beas eee Sa!) es Ore eter) rer sraeesoyion% pepae ey vewurdyico.9 weL a Amemwo— eee a 2: BESS anaes Es esemeees Bees he ena e as F555 SSS SSE Joao sees a ee ees SESS ES ES SESS ERS sm Sis et [p> >a ee [>> >> >>> > ao bh o° BEES < eos ed 2 ae “<2aBB ~ bd =e ISahssQssssEsssssss55e5 -o BBSRSOSSSESRSSNSRS SE SS ‘sou Bose >> es >>>7>>>> 0° BEBE SESS SSE 3c aaam = * MOP. Cabling Map MOP sc) $ ' EB Not sccessiole HE Not Releant nlm bl No nko Me Reply Single Chane! won Crisnoe gf) a = 5 ro x 5 = 3 2 Fs = PTR 106655-0205-0005 MAN Diesel ited) ETT Ce (0) Tr 80009 510 ‘SuILL/O}EO MON Bre) sein ee! ESS Maeno potodso (EUS aeord sun e201 Sun oun ouissere0 51 suiuyevea (e907 Sou Sead ere} Pere 106655-0210-0006 MAN Diesel Ce orc ee ag oc 00 edt) rer ovsey 9v¥0L resol overt Lacovt suing youu sseqoweseg ON dnoig atu nos eee | nos. nom est AND Ly 800L-MS-So3-3N o}s199 3 aUEN YoNpoLd foots 12)MAN Diesel 6655-0210-0006 ove9t ee Oe 0 CEE ya \3aGHeasn vest zais Lev Lev Drowoy aid. ‘oveey ‘v¥soL est ovsevt tezon reer 696e seer 15968 oceee ‘sone 45968 eeoee eca6e veesz 6157 ourse. ‘oniog ay eat za esttt esti evo 8 v6 ev, ween 190 v86 9e6 oe tn uw wm eno sung yoouo ssmoweseg oda o ae o no est anos 0 nom zt no o no3 ez anda, o moa gz vnoa o 99 ave = endo o noo ave —-8ndo ° 99% = «ENDO o 99 sv 9ndo o 99 we sndo o noo eve = »ndo o 99 ze endo o 99 Wwe noo o 99 ove =~ Indo ° nov 922 nov 9 nov sez znov o nov vz nov esl) od, appv at un sej1onu09 17-800l-MS-SO3-3N ois 1\°9 OWEN IaNPALd foots Parsee) ner 20)4765-1901-0001 Multi Purpose Controller Multi Purpose Controllers are used in CCU, AGU, ECU and EICU pan- ls, Checking of the MPC is continu= ously performed by the MOP units. ‘See description in Chapter 6845 for a tailed view of the MOP panel screens. 5 £ = s FA 2 cat . 3 £ = Bj & rs Fd Fe = 5 = =| = ee) Cyc ey +o)4765-1901-0001 MAN Diesel Dismantling of MPC = 2 board i= & a 5 ey g I = s = 3 = = FA - i Diszomeet he D-. Ss = ‘MPC board Check placement of connectors = 2 i g ge =3 oo Disconnect ell connectors on the MPC boa 2 aut GarMAN Diesel 4765-1901-0001 Remove the MPC the MPC board and remove board © panel. Dismantling of amplifier Power connector Amplifire In the CCU and ACU panels amplifiers are mounted below the MPC board. power connector from the he MPC board. Unplug th bottom of Unplug the two connectors on the arn= olifer. ee) ey 4 = S Ee Fy a a cy £ = EB & 2 Fd g = a & S = Cyc ey an4765-1901-0001 Amplifier Fy FJ = s E x a 5 s g 2 5 & Pa Fd 4 = = 4 = = rere) CYS Unscrew ti MAN Diesel ampliire and remove it rom the panel 4c)MAN Diesel 4765-1901-0001 Mounting the MPC board Backup battery ifa spare MPC board has been used previously on another engine © ° itis necessary to force the MPC to update software from the MOP pzrase7e| | OFF panel. ON This is done in the following way: Set the yellow dip switch No. 4 on the side of the replacement MPC to OFF. Mount the MPC as described No 4 Power on the MPC and let the MPC. caesosoonns finish downloading, When the MPC LED flashes 2 red and 8 green (APPLOAD_DIP see appendix), set the yellow dip switch No, 4 to ON @ Do not mount an MPC board unless the backup battery is installed. Changing the battery of the Multi-Purpose Controller (MPC) may cause a reset and restart of the MPC. Therefore, only change the battery while: * the ship is in harbour with engine stopped, or + when sailing in unrestricted areas, where a restart of an MPC does not imply any risk for the ship or the engine. ‘The battery only serves as back-up supply for the built-in clock of the MPC, and a low battery level for several days until entering port is of no consequence to the safe operation of the engine, Check that the back-up battery is. mounted and that the DIP switch St is in neutral position, This means all switches are in the »off« position, This is also known as binary #0, ee) 5 £ = 5 3 FE . 3 5 = 5 8 2 Fd Fe = A = =| = Cyc ey 5c}4765-1901-0001 MAN Diesel Mo switches DIP switches £ MPC board =] are set to the sot postion. Fi 2 ES 5 ey £ = a 6 2 Fd 3 a ER PC board yoard in the panel Connectors "3 aocording to the table shown on the metal plate on the MPC board, = 3 e = Ey 2 Fa e PS rere) eit GarMAN Diesel 4765-1901-0001 ID-key Power connector Start-up process Mount the ID-koy. Mount the power connector ring the start-up process, the LED will fash and the MPC board will reboot several times. Quring start-up, the MPC verifies it ID-key is connected. It reads the ID number and checks # the key ID isin the correct format and has a valid range, it reads the DIP-switch St value and veri- figs i it's 0 (Off), Anew MPC board will download software and settings from the MOP panel during this process, he program completes the ID-key verification and is now ready to continue the boot sequence. Any deviations will send an error message via| startup time of anew MPG boarc may vary but will ake abou minutes. When the LED shows green, the MPC board is running normally, The MPC LED indications are shown on the appendx in this procedure, ee) 5 £ = 5 EA FE . 3 5 = 5 8 ra Fd Fe = A = Cyc ey 70)4765-1901-0001 MAN Diesel - r= = Ey 3 = A Ky 5 ‘= 5 8 ra Fd F4 = 5 a rere) CYS Amplifre Mount the ai fier using the two Connections Connect the two connector plier and the power conne MPG board The MPG LED flashes different sequer according to the process performed. ‘Some of these indications are for normal use and some are for service person- nel use, Allof the LED indic n sequences are shown in the dlagram below. This is to facilitate communication with MAN Diese! A/S service personnel if needed. a(t)MAN Diesel 4765-1901-0001 MPC LED Indication Description Syntax Indications The first part of the document describes the syntax of the LED indication and assigns a short description to each of the used indications. The second part presents a more detailed description of the different indications, ‘The MPC LED may be issuing indications by etther emitting constan flashing, The LED indications are uniquely ide the colour tt LED emits ‘A flashing LED indication consists of two pulse trains separated in time by a jause. Each of these pulse tra ager. All pulses are a yollow backgrouna. The frst pulse train will alternate between the yollow background and a red foreground, while the second will use green as foreground, First, Second digit 1 second second pause pause £4785.1901-0001M10 For identifcation of the indication the user must therefore note the number of red and green pulses. The frst digt is the number of red pulses and tne second digitis the number of green pulses. In the ilustration above, the incication code would thus be ( (clout | Shotname | Shor dscpton et [eso Ether ny italien otal ero forsge [ir Intalzaton no parsers aalable o ponarnalnode node [seen [NORMAL [Appieton vp and eng Bats [rename Tar aeeeon 1] era pa ‘rsd cond programming in pogess [1 favotan sea Roplestan donnfosd in prgie:=3evang BRT [2 APR ono _DaWNORD— | Repiaton downloud progres -dovnlondng Seer 21-3 heron” Toplaion download eorpeled“eityelow OP sen 13OW 51 pooniond sca Gootloader conrad progress sanning Fest 3-[ 9 ooTIORD. DONNIGAD | Sostsaer aowriesan progres =downlsding 5oga “4 [ 1 ponte veREY reckng node stay [2 oon Toy ee rising ioc oThat og 413 poste oF ede ID OW seh na corey reset reset 80 0 ee) 5 £ = 5 EA FE . 3 5 = 5 8 ra Fd Fe = A = Cyc ey oct)4765-1901-0001 MAN Diesel - r= = Ey 3 = A Ky 5 ‘= 5 8 ra Fd F4 = 5 a rere) CYS Detailed descrip- tion of LED indica~ tions ERROR (Red) INIT (Orange) NORMAL (Green) CTRL_PGM (1.1) APPLOAD_SCAN (2,1) ‘APPLOAD_DOWN- LOAD (2,2) APPLOAD_DIP (2,3 BOOTLOAD_SCAN 1) BOOTLOAD_DOWN- LOAD (8,2) DONGLE_VERIFY (4,1) This code Is used primarily for indicating if the MPC has experienced a fatal error, However, the MPC will also use this incication during early initial sation. Therefore, the user should only take this code as an indication of error iit per- sists more than 10 seconds, Generally, this code is used for indicating intialisation, but the MPG may also Use this indication to signal one of the following conditions: No parameters: No valid parameters are available to the application software, Configuration or test mode: The MPC is in a non-normal nade mode. Generally ifthe INIT code is shown longer than 10 seconds this would indicate cone of the latter coneitions, ‘Application is up and running, One of the on-board micro controllers is being programmed. This is a part of the MPC initialization process, The application software download program (bootloader) is trying to find a serv- er from which it can download its application program. If this code persists it indicates either that no application program server is connected to the network cr the network is broken, ‘An application program is being downloaded, The yellow DIP-switch on the MPC CPU board can be used for forcing down- load of new application software. To avoid looping itis therefore required that the yellow DIP-switch be reset on completion of such a forced download. Reset it to ON/down. This indication is analogous to the APPLOAD_SCAN indication except that this code indicates that there is not server available from which the MPC can down- load a new bootloader. This code should only be indicated if attempts are being made to update the bootloader using the special update program. ‘Anew bootloader program is being downloaded and programmed, ‘The [D-key is being checked, This should only take a couple of seconds, 10 (11)MAN Diesel 4765-1901-0001 DONGLE_ERROR 42) DONGLE_DIP (4,3) A0-key error has been identified. Either the ID-key is missing, broken or holds an invalid value. Try to reprogram it ‘The DIP-switch mounted on the CMVO board is used for programming the ID- key, The programming process requires that this DIP-switcn be reset before completing, This code is used for indicating this to the user, Reset the CM/O board DIP ewitches to OFF/down, 5 £ = 5 EA FE . 3 5 = 5 8 ra Fd Fe = A = ee) Cyc ey 10