Mop 0905

MAN B&W ED
OV
PR
AP
MOP DESCRIPTION 0905

T
NO
50-98ME/ME-C
1
2
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 15
703-14 Alarm Handling on the MOP 17
703-15 Engine Operation 23
703-16 Auxiliaries 37
703-17 Maintenance 45
703-18 Admin 59
P70320 MOP Alarm List 63
P70321 MOP Event Log 65
P70322 MOP Manual Cut Out List 69
P70323 MOP Channel List 71
P70324 MOP Operation 73
P70325 MOP Status 79
P70326 MOP Process Information 83
P70327 MOP Process Adjustment 85
P70328 MOP Cheif Limiters 91
P70329 MOP Hydraulic System 95
P70330 MOP Scavenge Air 101
P70331 MOP Cylinder Lubrication 107
P70332 MOP System View I/O Test 109
P70333 MOP Invalidated Inputs 113
P70334 MOP Network Status 115
P70335 MOP Set Time 117
P70336 MOP Version 119
P70348 MOP Function Test 121
P70349 MOP Trouble Shooting 129
3
4
MAN B&W Engine Control System, 50-108ME/ME-C Engines 703-08
1. 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 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 ac-
tive station based on signals given by the ‘Remote Control’ system.
The main navigational command is the speed set point (requested speed and di-
rection of engine rotation).
In the EICUs the raw speed set point is processed by a series of protective algo-
rithms.These ensure that the speed set point from which the engine is controlledis
never harmful 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 re-
quest 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
When referring to this page, please quote Operation 703-08 Edition 0006 Page 1 (4)
5
703-08 Engine Control System, 50-108ME/ME-C Engines MAN B&W
initiated in relation to the crankshaft position, so that the execution is start-

ed 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 profile
is selected, the timing parameters for the fuel injection and exhaust valve are cal-
culated 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 re-
sulting cylinder 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 interrup-
tion.
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.
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 cyl-
inder, only this cylinder will automatically be put out of operation. (Running with
cylinders out of operation is explained in Chapter 704-04 in this book).
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. Furthermore the start and stop of the auxiliary blowers are controlled
according to the scavenge air pressure.
Page 2 (4) When referring to this page, please quote Operation 703-08 Edition 0006
6
MAN B&W Engine Control System, 50-108ME/ME-C Engines 703-08
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 continuous operation of the engine.
MOP
The Main Operating Panel (MOP) is the main information interface for the engineer
operating the engine. The MOP communicates with the controllers of the ECS
over the Control 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, ad-
just 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.
7
703-08 Engine Control System, 50-108ME/ME-C 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.
Main Engine Start from Local Operating Panel
In order to start/stop and operate the main engine from the Local
Operation Panel (LOP), Local control must be selected as the ac-
tive control station. This is normally done via the request/ acknowl-
edge facility of the Remote Control System. However, it ispossible
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.
Main engine start with stopped or running auxiliary blowers:
1. Activate start
2. If the engine does not start within 30 seconds, return to stop command
and activate start again.
If the auxiliary blowers are running, the first start activation will-
probably cause the Engine Control System to start the main engine
automatically.
If the auxiliary blowers are stopped, the first start activation will
cause the Engine Control System to prepare start. During start
preparation the auxiliary blowers are started and, if necessary, the
hydraulic system is started in order to rebuild the hydraulic high-
pressure. When the auxiliary blowers are started and running, the
second start activation will probably cause automatic start of the
main engine.
Please note, after a shut-down the hydraulic pressure must be re-

built to a level (may vary 140-180 bar) where operation of the fuel
injection and exhaust valves are possible before the automatic main
engine start itself can take place. This pressure rebuild may last 60-
120 seconds.
8
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)
9
10
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 insec-
tions 703-14 through 703-18.
The MOP is basically a marine approved and certified PC. The PC may be one of
two types:
1. An integrated unit with touch-screen.
2. A standard PC
An actual installation comprises of two MOPs (type 1 is usually used for MOP A
and type 2 for MOP B) where both are placed in the engine control room (ECR).
Each MOP may be any of the two types; typically MOP A is placed in a console
opposite the manouvring handle (the normal operation position) and MOP B on a
desk (as a backup MOP). The two MOPs are operationally fully redundant to each
other.
1.1 MOP A
1.1.1 Description
This MOP type has no ordinary 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 virual
keyboard is displayed in case textual input (e.g. password) is needed.
The touch-screen is a frame in which an infrared grid is used for detecting touces
to the screen. The operator does not need to actually touch the screen as the grid
is displaced from the screen surface.
Instead of traditional use of a mouse, the operator touches the graphic elements
on the screen in order to interact with the ECS.
1.1.2 Service kit

The MOP comes with a service kit. The kit comprises of a CD-ROM drive, a key-
board and a CD with the operating system, and is setup specifically for this PC-
type.
The CD-ROM drive and keyboard should not be connected during normal opera-
tion.
11
703-09 MOP Description MAN B&W
1.2 MOP B
1.2.1 Description
This MOP type is based on standard PC technology, and with a keyboard, mouse
and CD-ROM drive.
1.2.2 Service Kit

The kit comprises a CD with the operating system and is setup specifically for
this PC-type (see Section 1.5)
1.3 Issues to both MOP type
1.3.1 Ethernet connections

Only MOP B may be equipped with an Ethernet card for 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 illustrated 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.
1.3.3 Control Network

Each MOP is connected to the ECS by means of the Control Network that inter-
connect the nodes in the ECS. Control Network is implemented as two independ-
ent networks for redundancy as shown on Plate 70319 Fig. 1
1.3.4 Maintenance
Normal PC maintenance tools and cleaning detergents apply.
1.4 Preparations made by MAN Diesel

The CD’s mentioned in Sections 1.1.2 and 1.2.2 are a part of a CD set installed on
the MOPs on the ECS at engine commissioning.
12
MAN B&W MOP Description 703-09
This CD set (normally four) is kept onboard as back-up.
The commissioning procedure is as follows.
An engineer from MAN Diesel or the Licensee installs the CD’s in the following
way:
1. Program Disc 1 named:
> Disc 1 of 3 < Operating System Main Operation Panel > A < is installed in MOP
A (via the connected CD-ROM drive).
> Disc 2 of 3 < Operating System Main Operation Panel > B < is installed in MOP
B (the standard PC).
> Disc 3 of 3 < Engine Control System Main Operation Panel > A and B < is the
ME-System Software, installed on both MOP A and B.
4. Data Disc named:
> Service Parameter Set <
The parameter is loaded to the MPC’s via MOP B.
After Sea Trial a copy of the > Service parameters < is stored on board.
13
14
MOP Overview
Plate 70319
MAN B&W
SCU
(optional)
15
16
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
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 it is not allowed to set any parameters.
It is for normal operation and monitoring only.
Chief level:
In addition to the Operator level, the operator 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 displayed on the MOP panel are all related to the ME Engine Control
System and thereby surveillance of the engine condition. As seen on Plate 70319
Fig. 1, the ordinary alarm system and the ME-ECS alarm system are connected
and able to interact. This is caused by the use of common sensors for engine
monitoring, i.e. common sensors are used for indicating and detecting alarm as
well as slow down.
Especially alarms interacting with the engine safety system are common for the
Engine Control System and the ordinary alarm system. As an example could be
mentioned alarms giving Slow Down and Shut Down.
When a Slow Down has been detected by the external Slow Down function, this is
signalled to the ECS by a binary signal. When the binary signal is high, the result-
ing speed set point is forced to the preset Slow Down level.
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 can be grouped to simplify the overview of the alarm list and are dis-
played in chronological order, with the latest alarm at the top. The group can be
expanded by selecting a group and pressing the -/+ button on the toolbar.
NOTE: 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 changed to normal being acknowledged, is imme-
diately removed from the list.
Acknowledgement of a single or all alarms is allowed on both levels (operator or-

chief) from the “Ack/Ack All” buttons on the toolbar at the bottom of the screen.
(By pressing “Ack/Ack All” only the alarms visible on the screen are acknow
ledged).
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 that the engineer is able to start troubleshooting on this par-
ticular alarm.
(The detailed 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
Non-acknowledged alarm in alarm state waiting

to be acknowledged
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
Alarm is in normal state, waiting to be acknowl-
edged
Alarm is acknowledged in normal state, and in
an alarmgroup
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.
(13:47:02.56)
3.2 Event Log (See Plate 70321)

The event log is for instance, used for viewing the history of events and to support
the operator in troubleshooting. Events stay in the log even after they have been
acknowledged 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
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 might be helpful information to external parties.
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 pressing the button Unit/Tag Filter.
When the 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 event closest 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.
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 MAN Diesel ask for an Event Log record (for trouble shooting purposes)the
Event Log record is saved on a USB memory stick (or Hard Disc Drive if no USB
memory stick is available) as a zip file.
The USB memory stick must be placed in the MOP-B.
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) is handcarried to the ships mail PC
and the zip file mailed to MAN Diesel 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 in the parenthe-
sis) or if, for instance, a Tacho pick-up is failing (the engine running on the redun-
dant Tacho system) and is continuously giving an alarm and cannot be replaced
immediately.
(Alarms may be cut-out automatically. Automatic cut-out may be used to suppress

alarms which is unimportant in specific states, e.g. when the engine is stopped, or
when a sensor is detected as being faulty).
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 alarm 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 (“activating”) an entry from the Manual cut-out list is done by highlight-
ing the alarm(s) involved on the screen and thereafter pressing the button “Reacti-
vate” in the toolbar.
3.4 Channel List (See Plate 70323)

The alarm channel 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
alarm channel screen, it is possible to cut out (and activate) alarm channels.
MAN B&W Engine Operation 703-15
1. Engine
Engine operation and adjustment is carried out from one of the following five
screens:
1.1 Operation
1.2 Status
1.3 Process Information
1.4 Process Adjustment
1.5 Chief Limiters
Screens 1.1 and 1.2 are related to engine start-up preparations and daily running,
and 1.3, 1.4 and 1.5 relate 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 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. This screen
is active most of the time between “Engine ready” and FWE (Finished With En-
gine).
On this screen, “prepare start” and “slow turn” can be performed 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.
703-15 Engine Operation MAN B&W
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 operative or blocked according to the sub-telegraph com
mand)
• Engine not blocked (background yellow: if top field is in FWE condition)
• Engine not ready (background yellow: if top field is in Stand-By or At Sea
Condition.
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, via yellow or red warnings, why the engine is not
ready:
• (Blank) (engine is ready)

• 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
(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 183.8 RPM, it can be fine adjusted to 184 RPM. Moving the han-
dle will disable the fine adjustment mode. Maximum Fiine Adjustable Speed can
be adjusted a few or a predefined number of RPM.
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 Pressure Indicators

The pressure indicators consists of a bar graph and a status field.
Both the bar graph and the status field indicate the actual pressure of the actual-
medium.
1.1.6 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 panels for the ac-
tual systems. Indicators are:
• HPS (Hydraulic Power Supply): Manual, Auto

• Lubricator: Running Stopped, Prelube, LCD (Load Change Dependent) On
• PTO (Power Take Off): Off, Request, Permit, Request (yellow and warning
if a parameter for switching on the PTO is not fulfilled).
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)
1.1.7 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)
1.1.8 Speed [RPM]

The speed indicator consists of a bar graph. The bar graph is centred at 0 and
positive and negative is up and down, respectively.
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.
The available modes 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
Slow Down
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, and by
the load program.
Load Program The load control modifier defines a maximum
speed set point that ensures the maximum fuel
oil index limit is not exceeded.
Barred Speed Indicates that the modifier has changed the pre-
range set from inside a barred range to either lower or
upper limit of the ramp. 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.
Chief Max Speed If the user is at Chief level, it is possible to define
a Maximum Engine Speed
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.
* 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).
1.1.9 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.
1.1.10 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 operat-
ing 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 back-
ground.
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 Cylinder Load.
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. The limit is defined in the
load program.
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 power supply
pressure does not drop below a minimum operation
limit. This limiter is only active in case of malfunction
of the HPS.
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.
1.1.11 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.
The command is available only when the engine is stopped and the prepare start-
procedure is not running.
1.1.12 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.
1.1.13 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.
1.1.14 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 pre
ssing 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(12) in this chapter.
1.2.2 Start Conditions

The Start Conditions field is a status list, showing whether the engine is ready for
start or not. The conditions shown with a green checker mark must be present
before starting of the engine is possible.
If a condition is shown with a red background and a white exclamation mark or an

exclamation mark on a yellow background, 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 not OK (Low and bridge control).
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.
• Hydraulic Power Supply (Standby or At Sea) (Start-up pumps)

Yellow, when HPS is not OK.
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.
• Auxiliary Systems (Standby or At Sea) (optional – currently not in use)
Yellow, if auxiliary systems are not OK.
Green, if auxiliary systems are OK.
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.
When the engine is running, the field display shows the actual RPM.
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 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 stylish dia-
gram 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 performed regularly with stopped en-
gine, see Chapter 702-01).
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.
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 configured for each engine type by MAN Diesel.
1.3.2 Speed Control

This field is the same list of speed modifiers described in Section 1.1.8 Speed In-
dicator.
The Index Limiter field is the same list of index limiters described in Section 1.1.10
Fuel Index Indicator.
1.4 Process Adjustment (See Plate 70327)

In Chief level, the operator can adjust the balance of the engine related to MIP and
Fuel Oil Properties.
1.4.1 Auto Tuning (requires online PMI)

The PMI Autotuning system is an optional function and is designed to help achieve
a balanced runnning of the engine with the desired Maximum Pressure (Pmax),
compression ratio Pcomp and Mean Indicated pressure (PI) according to ordered
ME ECS Enginemode and Engine Load. Correct adjustment of mean values will
give a better fuel economy, while adjustment of the balance can give reduced
costs of maintenance.
Index Stable
Index must be stable. High quality measurements are only available at stable
conditions.
Sufficient Index
Index must typically be greater than 70% to map correctly with the parameters
involved.
Sensor Values
If Red check the PMI Online System
Status
Shows if a tuning action is in progress or not and whether parameters for the last
tuning have been committed successfully.
P Max Mean
When Mean is activated tuning of the average Pmax can be carried out by press-
ing the Pmax button on the toolbar.
P Max Deviation
This field shows the actual deviation of each cylinder and is used for balancing the
engine.
Pcomp Mean
As P Max Mean but for Pcomp
Pcomp Deviation / PI Deviation

As P Max Deviation but for Pcomp or PI
1.4.2 Cylinder Load

In Chief level, the operator can adjust the load limit on one or more cylinders, ad-
just the cylinder load balance as well as cut out one or more cylinder units. Before
taking a cylinder out of operation the restrictions in section 704-04 must be taken
into consideration. The operator can adjust settings on each individual cylinder.
1.4.3 Cylinder Pressure

The settings of the Maximum Pressure Level and Balance, Compression Ratio and
Exhaust Valve open timing are combined into a single screen view called Cylinder
Pressure.
In Chief level, the adjustment ranges are:
• pmax +/– 20 Bar

• comp. ratio +/– 2
• Valve timing 0 to –2°, earlier than the engine mode’s requested value.
1.4.4 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 poor 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.
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.
4. See status of all HCU and is able to reset a HCU in case of failure.
In Chief Index Limit [%] press down the cylinder bar graph involved. A tool bar at
the bottom 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 in-
volved is pressed down and the fuel injection is raised to the previous value using
the arrows on the tool bar followed by [apply].
36
MAN B&W Auxiliaries 703-16
1. Auxiliaries
The Hydraulic System, Scavenge Air, Exhaust Gas Bypass if installed 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 (Exhaust Gas Bypass)
1.3 Cylinder Lubrication
1.1 Hydraulic System (See Plate 70329)

This screen shows a simple schematic drawing of the hydraulic system. The
screen shows from three to five engine-driven pumps (depending on engine lay-
out) and two electrically driven start-up pumps.
A bypass valve from pump pressure side to suction side is also shown.
The following buttons can also be activated directly from the screen in Chief level:
• HPS Mode (Hydraulic Power Supply)

• 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)
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 Section 1.1.4 in this Chapter).
37
703-16 Auxiliaries MAN B&W
3. Start/stop of the electric start-up pumps.
If, for some reason, automatic control of an engine-driven pump cannot be main-
tained, the pump swash plate is deflected to 100% in ahead direction only.
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).
If for instance an engine-driven pump-shaft is broken, the limiter could

be helpful. However, it is recommended to contact MAN Diesel, if a situ-
ation like this should occur. At risk of mechanical overload: cancellation
NOTE of the torque limiter must only be selected, when it has been confirmed,
that the engine-driven pump is not working.
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.
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.
38
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 pressure
limiting valves. The start-up pumps are automatically stopped at normal engine
running.
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 for more details of the hydraulic sys-
tem.
1.1.5 Bypass
On the main pressure line from the engine-driven pumps, a bypass is installed.
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, you are always sure that the valve is working
properly. (The valve is to be checked manually every 6 months.)
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).
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 (engine start is delayed
until blowers are running and pressure is correct)
39
• 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 (See Guidance Values Automation Chapter 702-02 in this book)
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.
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.
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.
By pressing the Details button, indication of the current scavenge air pressure is
shown for each individual scavenge air sensor.
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.
40
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)
1.4.1 Flow
The Flow display shows the ordered lube oil amount in litres/hour.
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 cylinder shows the actual feed rate per cylin-
der, after the influence of limiters, load control, etc. If the feed rate due to low load
exceeds the maximum display capacity (1, 45 g/kWh), the full bar is barred and
the upper display on the bar graph shows “Low Load”.
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
41
1.4.4 Total
The Total display shows the total ordered amount of lubricating oil used since last
power up of the ECU involved.
Both of the values Flow and Total are based on the counted numbers of lubrica-
tion strokes and the displaced amount per stroke.
1.4.5 Prelube (for test purpose)

As stated above this button is only used for test purposes.
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. As default, each lubricator is activated 20 times at the fastest
possible speed.
Prelubrication can only be activated if hydraulic pressure is present.

This demands that the engine (Telegraph) is put in the state “Stand-
NOTE by” or that the Hydraulic start-up pumps are set at manual operation
and started.
1.4.6 LCD
The LCD display shows whether the LCD (Load Change Dependent) lubrication is
on or off.
1.4.7 S %
Activating the display S % enables adjustment of the Sulphur content equal to the
sulphur content in the HFO used. The principle of how to adjust the feed rate ac-
cording to the sulphur content is explained in Section 707-02 in this book.
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.
42
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 single cylinder is being run-in, the feed rate is adjusted on this display.
Running-in of a single cylinder is described in Section 707-01 in this book.
1.4.12 Lubricator Test Sequence

Pressing the Lubricator Test Sequence starts a continuous activation of the lubri-
cator at normal injection rate (different from “Prelube” 1.4.5 where the injection of
oil is done 20 times 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 lubrication on the particular cyl-
inder concerned or on all lubricators.
The lubricator test can only be activated if hydraulic pressure is present.
This requires that the engine (Telegraph) is put in state “Standby” or that
NOTE the Hydraulic start-up pumps are set at manual operation and started.
43
44
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 System View I/O Test
1.2 Invalidated Inputs
1.3 Network Status
1.4 Function Test
1.5 Trouble Shooting
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 System View I/O Test (See Plate 70332)

To understand the use of this screen, an explanation of the layout of the Multi Pur-
pose 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 for activation of the exhaust valve of the ME
Engine for instance.
• 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.
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 »borrowed« from 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 controller
by means of relatively simple tools. The MPC contains no harddisk or other sensi-
tive mechanical components, and the software is stored in a non-volatile Flash-
PROM memory, i.e. the application software may be sent to and programmed into
the Multi Purpose Controller through the network, and thereby restore the func-
tionality after the Multi Purpose Controller has been exchanged with a spare unit
from stock.
The MPC is, as shown on the picture below 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.
Synchronisation 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 mounted
in the dongle plug-in, after reconnection of all wires. The dongle tells the “new”
MPC in which cabinet it is mounted and, in that way, which software and param-
eters 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 in what status the MPC is.
During normal running the diode is green. When the diode is yellow, the MPC is
downloading software from the harddisk in the MOP or is in Test or Configuration
Mode. Normally, this takes a few minutes. When the diode is red, the MPC is una-
vailable.
Battery
Light Diode
ID Dongle
The use of the screens on Plates 70332, 70333 and 70334 also becomes relevant.
When MPC change is to be done, detailed LED (light-diode) indications are shown
in the maintenance Procedure M90629, Multi Purpose Controller, Appendix. A
red light diode is not clearly the situation/status that triggers a replacement of an
MPC, but only a hint in that direction.
If in doubt, the engineer can use the screens to explain the status to skilled per-
sonnel at MAN Diesel. The communication with engineers at MAN Diesel is less
complicated, and various opinions are ruled out when exact pictures are commu-
nicated to MAN Diesel.
The idea of the Maintenance screens is to help the engineer run and monitor the
ECS of the engine.
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 the single controller (Chief Level) on this screen (in this case CCU1 is
pressed and shown on page 2(4)), the actual inputs/outputs on the selected con-
troller CCU1 are shown.
The screen shows Info, ID and Descriptions and processes 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 on the individual channel, for instance
screen 3(4) on Plate 70332 is shown. Here we see a single channel (in this case,
channel 30 on CCU-1). The status and values of this channel is listed on this
screen.
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.
It may be relevant to invalidate an input channel on an MPC if the sensor linked

to the channel, for some reason or another, occasionally or continuously is giving
alarm.
The reason for alarm could for instance be a defective sensor or loose wiring from
the sensor to the MPC.
We recommend that channels only are invalidated in agreement with skilled per
sonnel from MAN Diesel.
If a channel is invalidated, the channel involved will go into a continuous alarm

state. At the same time, the ECS will continue to operate in the best possible way,
without the invalidated input sensor value.
1.2 Invalidated Inputs (See Plate 70333)

If an input channel is invalidated (as described in Section 1.1 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 a “Quick View” helping the engineer look
through and control which channels to invalidate. This could be helpful, for in-
stance after an MPC change.
Input Channels Invalidated can be validated from this screen (Chief Level).
Changing the status of a channel may cause the system to malfunction.
1.3 Network Status (See Plate 70334)

This screen gives the engineer an overall view and exact status of the Control Net-
work of the ECS ( in opposition to screens 70332 and 70333 that shows the status
of each single MPC).
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. The use
of the screen becomes especially relevant when manual checks for earth fault is
performed.
1.4 Function Test (See Plate 70348)
The Function Test tab consists of 3 items (submenus),
1.4.1 HCU for each cylinder
1.4.2 Tacho Equipment
1.4.3 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.
1.4.1. 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.
A. Preparation of HCU Test
To begin the function test press the button START and follow the steps on the
screen.
In order to varify 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.
B. 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.
This is verified by the assistant on the engine top by feeling the shockwave on
the respective fuel injection pipe.
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 listed on blue background in the far right column when the func-
tion test is finished and will under normal circumstances be within the default ref-
erence 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)
Signal value outside reference range. (Value electrically out of range or

x.x mA wire-break)
Signal value outside reference range. (Signal ok, unit mechanically out of
x.xV range)
Step 3 and 6 may produce signal values that are outside reference
NOTE range or maybe even not present. However, continue with the test,
then remidy the fault and make the test again.
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 this operation
fail then another attempt should be made after approximately 30 seconds.
C. 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).
Care should be taken to avoid filling the combustion chamber with fuel
oil, as there is no limit to the number of possible injections
D. 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).
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 the signal value field for ch. 70 turns red, this 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 adjustment voltage
range, deployment of the fuel booster may occur, resulting in fuel injection
1.4.2. Tacho
The Tacho Test allows for the varification of the angles of the Tacho Pick-Ups and
fine adjustment of certain Tacho Pick-Up parameters.
A. 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.
During the test the following is displayed on the screen:
A: xx B: xx (blue background):
If the crank is turned to the prescribed angle then the value is correct. Continue to
next step.
A: xx B: xx (yellow background):
If the crank is turned to the prescribed angle then the test has failed. Continuation
of the test is not possible. Check and adjust the Tacho Pick-Ups.
The x in the test can be either T or F
B. Setting of Fine Adjustment Parameters
The engine must be running to perform this test.

Press Start and follow the instructions on the screen. If a ECU failed warning
appears then check the network connections to the ECU’s.
In the last step Trigger Offset Ahead must be given from the PMI-O diagram fol-
lowed by Enter. (See PMI manual)
1.4.3. 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.
A. Preparation
To start the test press ” Start ” and make sure that the pump is in local control
and running so that the necessary hydraulic pressure can be maintained.
B. Test
Press ” Start ” and follow the instructions on the screen. Make sure an assistant
is standing by at the pump to check the swash plate angle.
During the test the following is shown on the screen:
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.
1.5 Trouble Shooting (See Plate 70349)

This screen is used for performing trouble shooting on the Hydraulic Cylinder Unit
and Hydraulic Pressure System. The HCU Events and HPS Events are used to
show the actual movements of FIVA valve, plunger positions, exhaust valve move-
ments and swash plate positions as trend graphs.
1.5.1 HCU
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 must only be performed with stopped engine. Each activation

NOTE of the fuel plunger results in a fuel injection into the cylinder.
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.
1.5.2 HPS
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.
1.5.3 HCU and HPS Events

These screens are an aid for the engineer and are used to monitor the actual
movements of the HCU and HPS over time. E.g. used to identify trouble in case of
a malfunction of the electrical and mechanical components.
A list of dumps can be found in the upper left part of the list. To display the con-
tents mark an element in the list and press ” Show Sequence”.
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.
Furthermore the measurements can be displayed both as a function of time and

angle.
By click 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 ”
1.6 ECS Failure - Mode and Effect Analysis
The Failure Mode and Effect Analysis (FMEA) can be used to get an overview of
what to expect when performing maintenance on the ECS MPCs/MOPs, or what
happens if an MPC or a MOP unexpectedly fails.
The FMEA consists of a table including the following fields:
• Failing Component
The specific component for which the subsequent fields apply.
• Precaution
Describes whether or not alarms are released (indicated by a  ), if
manual actions are required (indicated by a  ) and what the ECS does
automatically(indicated by a  )
• Effect on Engine
An overview of how a failure of a single component affects the running
of the engine, including the ECS.
Generally any ACU, CCU, ECU, MOP or the EICU may always be stopped and re-
started independently of the other units, 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 receive all the necessary information
from the other units (any available MOP) before its actual application (control func-
tionality) is started.
 Actions carried out automatically

 Actions requiring manual intervention
 ECS Alarm
Component Failure Precaution Effect

EICU Active unit fails  The hot standby unit takes Continuous operation with no
over. load restriction.
 An alarm is released
Hot Standby unit  An alarm is released Continuous operation with no
fails load restriction.
ECU Active unit fails  The hot standby unit takes Continuous operation with no
over. load restriction.
 An alarm is released
Hot Standby unit  An alarm is released Continuous operation with no
fails load restriction.
CCU Unit fails  An alarm is released Malfunctioning of a CCU may
in the worst case stop fuel
injection and exhaust
operation on that cylinder.
Operation with a cylinder out
of service is arranged in
accordance with the
Instruction Book.
ACU Unit fails  An alarm is released. Continuous operation with no
The corresponding engine load restriction.
driven supply pump shifts to
maximum displacement.
If the failing unit is the
pressure controlling, this
function is transferred to the
other ACU’s.
If the failing ACU controls a
set of electrical pumps, that
set is disabled.
MOP MOP panel fails  The Backup PC is can be Continuous operation with no
ready immediately for MOP load restriction.
use.
 An alarm is released.
Backup PC fail  An alarm is released. Continuous operation with no
load restriction.
Both MOP panel  Alarms are released. Continuous operation with no
and backup PC fail load restriction.
Limited possibilities for
control system supervision.
Network and One network  The duplicate network Continuous operation with no
Network segment fails or segment retains network load restriction.
Repeater one network communication
repeater fails  An alarm is released.
Component Failure Precaution Effect

Power Supply One main power  The duplicate power Continuous operation with no
supply unit fails supply unit retains power load restriction.
supply.
Over or under  Power supply None.
voltage disconnected.
Complete Isolation failure to  An alarm is released. None.
System. ground.
Crankshaft Failing set of  Each unit using the failed Continuous operation with no
position sensors sensors or one set of sensors shifts load restriction.
and Tacho Tacho amplifier automatically to the other set.
Amplifier. fails This does not interrupt
engine operation.
The sensor sets are powered
individually from each of the
two ECU’s and hard wired
individually to both the ECU’s
and the CCU’s. In case of a
failing sensor
External Failing ‘Control  In case the signals Continuous operation with no
Communication Station selection indicate no control station load restriction.
signal’, from RCS selected the active control
station is retained. In case
two control stations are
selected, the current active
station is also retained.
 In both the above cases
an alarm is released.
 The active control station
can be forced to either the
bridge or the local control
station, by means of
separate hard wired input
from the two control stations.
Failing  The command set is Continuous operation with no
communication with frozen with values as before load restriction, after change
the active control the failure. over to another control
station.  An alarm is released. station.
Failing serial  Change to other serial Continuous operation with no
connection to RCS connection. load restriction.
Failing non Only non critical interface to Continuous running with no
redundant other systems have non load restriction. Co-operation
communication with redundant communication. with the affected system is
external systems disabled.
58
MAN B&W Admin 703-18
1. System
In the Admin main navigator, time set and in table format, all controllers in the ECS
are listed and version numbers displayed.
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” gives you
the opportunity to choose between the time you want 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 you set as default.
1.2 Version (See Plate 70336)
1.2.1 Background
This screen displays the version type of the ECS controlling the ME engine. It
is used to obtain the configuration information of the Electronic Control System
(ECS) in an ME engine. It displays, in table format, all the controllers that comprise
the system, including specific information relating to each controller.
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 engine classification name and

& Version Software version of the Basic Electronic System
Engine Group No. Engine builders engine number

IMO No Engine IMO number (former Lloyds number)
Engine Builder Name of engine builder
Eng. No. Engine Serial number
59
703-18 Admin MAN B&W
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

User
Chief
Service
Design
IMO Design
IMO Chief
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
controler unit and at the tool bar. (see plate 70336).
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
60
MAN B&W Admin 703-18
1.2.7 Creating Screen Dumps

Creating screen dumps can be carried out on the PC for MOP B.
To create a screen dump go to the screen in question and perform the desires ac-
tions, press the [Prt Scr ] button on the numeric keyboard to capture the screen.
Press Crtl + Esc to gain access to the windows menu and open a program like
Word or Paint and press Paste to copy the screen dump into the program.
1.3 Power Off

The Power Off button acts the same way as the “Shut Down” button in Windows
Operating Systems on PC’s. It turns the MOP display off but does not switch off
the system controlling the engine.
61
62
MOP Alarm List
Plate 70320
MAN B&W
63
MOP Alarm List
Plate 70320
MAN B&W
Page 2 (2) When referring to this page, please quote Plate 70320 Edition 0004
64
MOP Event Log
Plate 70321
MAN B&W
65
MOP Event Log
Plate 70321
MAN B&W
66
MOP Event Log
Plate 70321
MAN B&W
67
MOP Event Log
Plate 70321
MAN B&W
68
MOP Manual Cut Out List
Plate 70322
MAN B&W
69
70
MOP Channel List
Plate 70323
MAN B&W
71
72
MOP Operation
Plate 70324
MAN B&W
73
MOP Operation
Plate 70324
MAN B&W
74
MOP Operation
Plate 70324
MAN B&W
75
MOP Operation
Plate 70324
MAN B&W
76
MOP Operation
Plate 70324
MAN B&W
77
78
MOP Status
Plate 70325
MAN B&W
79
MOP Status
Plate 70325
MAN B&W
80
MOP Status
Plate 70325
MAN B&W
81
82
MOP Process Information
Plate 70326
MAN B&W
83
MOP Process Information
Plate 70326
MAN B&W
84
MOP Process Adjustment
Plate 70327
MAN B&W
When referring to this page, please quote Plate 70327 Edition 0004 Page 1 (6
85
Plate 70327
MAN B&W
86
Plate 70327
MAN B&W
87
Plate 70327
MAN B&W
88
Plate 70327
MAN B&W
89
Plate 70327
MAN B&W
90
MOP Cheif Limiters
Plate 70328
MAN B&W
91
MOP Cheif Limiters
Plate 70328
MAN B&W
92
MOP Cheif Limiters
Plate 70328
MAN B&W
93
MOP Cheif Limiters
Plate 70328
MAN B&W
94
MOP Hydraulic System
Plate 70329
MAN B&W
95
Plate 70329
MAN B&W
96
Plate 70329
MAN B&W
97
Plate 70329
MAN B&W
98
Plate 70329
MAN B&W
99
Plate 70329
MAN B&W
100
MOP Scavenge Air
Plate 70330
MAN B&W
101
MOP Scavenge Air
Plate 70330
MAN B&W
102
MOP Scavenge Air
Plate 70330
MAN B&W
103
MOP Scavenge Air
Plate 70330
MAN B&W
104
MOP Scavenge Air
Plate 70330
MAN B&W
105
MOP Scavenge Air
Plate 70330
MAN B&W
106
MOP Cylinder Lubrication
Plate 70331
MAN B&W
107
108
MOP System View I/O Test
Plate 70332
MAN B&W
109
Plate 70332
MAN B&W
110
Plate 70332
MAN B&W
111
Plate 70332
MAN B&W
112
MOP Invalidated Inputs
Plate 70333
MAN B&W
113
114
MOP Network Status
Plate 70334
MAN B&W
115
116
MOP Set Time
Plate 70335
MAN B&W
117
118
MOP Version
Plate 70336
MAN B&W
119
MOP Version
Plate 70336
MAN B&W
120
MOP Function Test
Plate 70348
MAN B&W
121
MOP Function Test
Plate 70348
MAN B&W
122
MOP Function Test
Plate 70348
MAN B&W
123
MOP Function Test
Plate 70348
MAN B&W
124
MOP Function Test
Plate 70348
MAN B&W
125
MOP Function Test
Plate 70348
MAN B&W
126
MOP Function Test
Plate 70348
MAN B&W
127
128
MOP Trouble Shooting
Plate 70349
MAN B&W
129
Plate 70349
MAN B&W
130
Plate 70349
MAN B&W
131
Plate 70349
MAN B&W
132
Plate 70349
MAN B&W
133
Plate 70349
MAN B&W
134
Plate 70349
MAN B&W
135
Plate 70349
MAN B&W
136

Mop 0905

Uploaded by

Mop 0905

Uploaded by

MAN B&W ED

MOP DESCRIPTION 0905

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

Briefly described, the functions of the controllers are:

MOP The engineers’ interface to the ECS.

Normal Working Sequence

The two redundant EICU units operate in parallel.

initiated in relation to the crankshaft position, so that the execution is start-

The LOP is as standard placed on the engine.

Main Engine Start from Local Operating Panel

Main engine start with stopped or running auxiliary blowers:

Please note, after a shut-down the hydraulic pressure must be re-

1. Main Operation Panel (MOP) (Overview)

1. An integrated unit with touch-screen.

1.1.2 Service kit

1.2.2 Service Kit

1.3 Issues to both MOP type

1.3.1 Ethernet connections

1.3.2 Unauthorised software

1.3.3 Control Network

1.4 Preparations made by MAN Diesel

This CD set (normally four) is kept onboard as back-up.

The commissioning procedure is as follows.

1. Program Disc 1 named:

2. Program Disc 2 named:

3. Program Disc 3 named:

4. Data Disc named:

> Service Parameter Set <

The parameter is loaded to the MPC’s via MOP B.

1. HMI (Human Machine Interface)

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

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)

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

1.1 Alarm List

1.2 Event Log

1.3 Manual Cut-Out List

1.4 Channel List

3.1 Alarm List (See Plate 70320)

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

1. Alarm non acknowledged

3. Normal non acknowledged

Acknowledgement of a single or all alarms is allowed on both levels (operator or-

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

Non-Acknowledged alarm in alarm state

Non-Acknowledged alarm in normal state

Non-acknowledged alarm in alarm state waiting

Acknowledged alarm in alarm state

Unacknowledged alarm is cut out

Alarm was previously unacknowledged in nor-

Number of non-acknowledged alarms

Number of active alarms

Number of Manual Cut-out alarms

Number of invalidated channels

3.2 Event Log (See Plate 70321)

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

Date. This field contains the date of the event.

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.

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

The USB memory stick must be placed in the MOP-B.

3.3 Manual Cut-Out List (See Plate 70322)

(Alarms may be cut-out automatically. Automatic cut-out may be used to suppress

3.4 Channel List (See Plate 70323)

1.3 Process Information

1.4 Process Adjustment

1.5 Chief Limiters

1.1 Operation (See Plate 70324)

1.1.1 Main State

The background colours on the graphics are specified as:

• Blue = Normal state

• (Blank) (engine is ready)

1.1.2 Command [RPM]