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DMS2100 i Bridge Manoeuvring System MAN B&W ME/ME-C Engines User Manual Doc. No.: 810.000.705-01 Lyngsø

DMS2100i

DMS2100 i Bridge Manoeuvring System MAN B&W ME/ME-C Engines User Manual Doc. No.: 810.000.705-01 Lyngsø Marine

Bridge Manoeuvring System

MAN B&W ME/ME-C Engines

User Manual

Doc. No.: 810.000.705-01

Lyngsø Marine A/S Lyngsø Allé

DK - 2970 Hørsholm Denmark

Telephone:

+45 45 16 62 00

Telefax:

+45 45 16 62 62

Diesel Manoeuvring System, DMS2100i User Manual for MAN B&W ME/ME-C Engines

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Contents

SUBJECT INDEX

 

4

1. DMS2100I INTRODUCTION

6

1.1 REFERENCES

8

1.2 DEFINITIONS AND ABBREVIATIONS

8

2. DMS2100I SYSTEM

OVERVIEW

10

2.1

DMS PANELS FOR REMOTE CONTROL

11

 

2.1.1

DMS Panel Functions

12

2.2 MANUAL ECR CONTROL EQUIPMENT

17

2.3 LOCAL OPERATOR PANEL FUNCTIONS

18

2.4 SAFETY SYSTEM FOR THE MAIN ENGINE

20

2.5 MAIN ENGINE SPEED MEASUREMENT

21

2.6 TELEGRAPH TRANSMITTER AND RPM SETPOINT CONTROL

21

 

2.6.1

Electrical Shaft System

21

2.6.1.1 Bridge Centre and Wings Control Transfer

22

 

2.6.2

Emergency Telegraph System

22

3. DMS2100I FUNCTIONAL DESCRIPTION

23

3.1

CONTROL POSITION CHANGE-OVER

23

 

3.1.1 ECS Control Station Priority

24

3.1.2 Operation of Control Station Transfer

24

3.1.2.1 From Bridge Control to ECR Control

25

3.1.2.2 From Bridge Control to Local Control

25

3.1.2.3 From ECR Control to Bridge Control

26

3.1.2.4 From ECR Control to Local Control

26

3.1.2.5 From Local Control to ECR Control

26

3.1.2.6 From Local Control to Bridge Control

27

3.1.3 Forced DMS Control Transfer

28

3.1.3.1 Forced DMS Transfer from Bridge Control to ECR Control

28

3.1.3.2 Forced DMS Transfer from Bridge Control to Local Control

29

3.1.3.3 Forced DMS Transfer from ECR Control to Local Control

29

3.1.3.4 Forced DMS Transfer from Local Control to ECR Control

30

3.1.4 Forced ECS Control Transfer

31

3.1.4.1 Forced ECS Transfer from Bridge Control to Local Control

31

3.1.4.2 Forced ECS Transfer from ECR Control to Local Control

32

3.1.4.3 Forced ECS Transfer from Bridge Control to Manual ECS Control in ECR

32

3.1.4.4 Forced ECS Transfer from Local Control to Manual ECS Control in ECR

33

3.1.5 Setpoint Levers Alignment

34

3.1.5.1 From Bridge Control

34

3.1.5.2 From ECR Control

34

3.1.5.3 From Local Control

34

3.1.5.4 Cable Failure on Setpoint Levers

34

3.1.6

Control Station Selected at Power-Up

35

3.2

SUBTELEGRAPH

36

3.2.1

Conditions for Finished With Engine

38

3.2.2

Conditions for Standby

38

3.2.3

Conditions for At Sea Mode

38

3.2.4

Subtelegraph

alarm

39

3.2.5

Subtelegraph status selected at Forced Take-over of Control Station

39

3.2.6

Serial communication to ECS stop working

39

3.2.7

Subtelegraph status selected at Power-Up

39

3.3

MAIN ENGINE START/STOP

41

3.3.1

Automatic Bridge Control

41

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3.3.2 ME-Engine ECS System Responsibility

41

3.3.2.1 Manual ECR Control

42

3.3.2.2 Local LOP Control

42

3.3.3 ME-Engine Slowturning from DMS

43

3.3.3.1 Automatic Slowturning

43

3.3.3.2 Manual Slowturning

43

3.3.4 ME-Engine Start blockings in DMS

3.3.4.1 ME-Engine Ready to Start Indication in DMS

43

44

3.4 MAIN ENGINE SHUTDOWN

45

3.5 MAIN

ENGINE

SLOWDOWN

46

3.6 SETPOINT SYSTEM

48

3.6.1 Setpoint lever adjustments

49

3.6.2 Main Engine RPM Governor Setpoint

49

3.6.2.1 Constant RPM Setpoint

49

3.6.2.2 PTO Minimum RPM

49

3.6.2.3 Panel Fine Adjustment of RPM

50

3.6.2.4 PMS Fine Adjustment for Frequency Control

50

3.6.2.5 Slowdown RPM Setpoint

50

3.6.2.6 Shaft Generator Waiting Station Hold

50

3.6.2.7 RPM Setpoint Slope

51

3.6.2.8 Maintain Speed Function

51

3.6.2.9 Critical Speed Protection

51

3.6.2.10 Speed-Droop Compensation of Setpoint

51

3.6.2.11 Governor Output Scaling

52

 

3.7

ME-ENGINE RUNNING MODE SELECTOR

53

3.7.1 ME-Engine Running Mode alarm

53

3.7.2 Serial communication to ECS stop working

53

3.7.3 ME-Engine Running Mode selected at Power-Up

53

4.

DMS2000I PANEL OPERATION DESCRIPTION

54

4.1

CONTROL RIGHT FOR DMS CONTROL FUNCTIONS

54

4.2

BASIC MODE OVERVIEW DISPLAY ON DMS PANEL

55

4.2.1

Setpoint System Alignment

56

4.2.2

Other DMS Panel Indications

56

4.3

OPERATION FROM DMS PANEL

56

4.3.1

Select of Machine Control Groups

56

4.3.2

Main Engine Start/Stop Operation

57

4.3.2.1 Main Engine Start/Stop Status List

58

4.3.2.2 Main Engine Start/Stop Adjustments

58

4.3.3 Select Main Engine Control Functions

59

4.3.3.1 ME-Engine Running Mode Control

59

4.3.3.2 ME-Engine Running Mode Status List

60

4.3.3.3 Main Engine Setpoint Fineadjust

60

4.3.3.4 Main Engine Setpoint Fineadjust Status

61

4.3.3.5 Max RPM Limit Adjustment

61

4.3.3.6 Max RPM Limit Adjustment Status

61

4.3.3.7 ME Tacho Selector

62

4.3.3.8 ME Tacho System Status List

62

4.3.4 Shaft Generator Interface

63

4.3.5 DMS Panel Status Lists

64

4.3.5.1 ME Control Transfer Status List

64

4.3.5.2 ECS Interface Status List

65

4.3.5.3 Main Engine Governor Interface

65

4.3.5.4 Main Engine Startblockings List

66

4.3.5.5 Main Engine Shutdown List

66

4.3.5.6 Main Engine Slowdown List

67

4.3.5.7 ME Setpoint System Status List

68

4.3.5.8 DMS2100i Sub-Telegraph Status List

69

4.3.6 Input/Output Adjustments

70

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4.3.6.1 Adjustment of Governor Output

70

4.3.6.2 Adjustment of RPM Telegraph Levers

71

4.3.6.3 RPM Setpoint Adjustment Status List

71

5. DMS2100I PANEL ALARM AND MAINTENANCE FUNCTIONS

72

5.1 BASIC MODE

72

5.2 HARD - AND

SOFTKEY OVERVIEW

73

5.3 ALARM LIST MODE

74

5.4 ADDITIONAL LIST MODE

75

5.4.1

Selecting the List Type

77

5.4.2

At the List Level

78

5.5

DISPLAY CHANNEL MODE

79

5.5.1

The Text Entry Screen

79

5.5.2

The Stepping/status Screen

80

5.5.3

Channel Status Screen

80

5.5.4

The Entry Selection Screen

81

5.6

ADJUST CHANNEL MODE

82

5.6.1

Entering of Numerical Data and Texts

84

5.7

MAINTENANCE MODE

85

5.7.1

Display Time and Date

86

5.7.2

View Program Version, Load Sequential Date and Number

86

5.7.3

Set Time and Date (priv. access level 1)

87

5.7.4

Lamp Test

89

5.7.5

Select UTC or Local Time (priv. access level 1)

90

5.7.6

Enter Commissioning Mode (priv. access level 4)

90

5.7.7

Change Password - Level N (priv. access level N/N+1)

90

5.7.8

Enter System Password Level (priv. access level 4)

91

5.7.9

Select LOP-UCS Control

91

5.7.10

Watch Dog Activation (priv. access level 4)

92

5.7.11

Store Setup (priv. access level 4)

92

5.8

DIMMER MODE

93

6. DMS2100I ALARM INDICATION AND TROUBLE SHOOTING

94

6.1 MONITORING CHANNELS FOR DISPLAY AND PRINTING PURPOSE

102

6.2 DMS MODBUS INTERFACE TO ME-ENGINE ECS SYSTEM

104

7. DMS2100I CUSTOMISING TOOL PRINT-OUT

107

7.1

INPUT/OUTPUT LIST TERMINAL BOARD REPORT

107

7.2

OUTPUT FUNCTIONS LIST REPORT

108

7.3

DMS2100I FUNCTION BLOCKS LIST REPORT

109

8. DMS2100I COMPONENTS AND SPARE-PARTS

110

8.1

HARDWARE COMPONENTS LIST

110

8.2

HW MODULES LAYOUT AND JUMPER SETTINGS

111

8.3

SPARE-PART LIST

112

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Subject Index

Many of the entries in the subject index are the exact DMS ALARM TEXT appearing at the Operating Panels on the Bridge and in the ECR.

A

Additional List

16,

75

Adjust Channel Adjustment

16, 46, 82

Fineadjust RPM Setpoint

60,

61

Governor Output

70

Max RPM Limit

61

RPM Telegraph Levers

71

Alarm Acknowledge

15

B

Bridge Telegraph El-shaft fail

94

C

Control Location

15

Critical Speed

51, 55, 96

D

Dimmer Display Display Channel DMS1T01 Pickup 1 fail DMS1T01 Pickup 2 fail

DMS-Alarm Syst. Interface Fail DPS OVERSPEED

12, 16, 72, 93, 102, 104

16, 102, 103

16, 46, 79

94

94

94

66

DPS2100

6, 8, 10, 14, 20, 45, 110

E

ECR Sub Panel

10,

17

EGS2000

15, 52, 55, 62, 70, 110

F

Finished With Engine

13,

36, 41, 53, 59, 69

G

GAMMA x Alarm Net

95

Comm. To PCS Panel 1

95

Comm. To PCS Panel 2

95

Database Status

95

GAMMA y STL Net to GAMMA x

95

Governor Setpoint

49,

65

L

Limits Cancel

51, 65, 97

Local Control Local Control Box

M

8, 10, 18, 57, 103

18

10,

Maintenance

16,

46, 72, 85, 91, 92

Manual Control

 

45

Manual Slowdown, Reduce RPM

95

ME ALARM CUT-OUT IN STOP

 

102

ME BRG TLG CMD

95, 102

ME BRG TLG CMD Failure

95, 102

ME BRG TLG Misaligned

 

95

ME BRIDGE CONTROL

 

102

ME Control position fail

 

96

ME Critical Speed Range 1

96

ME Critical Speed Range 2

96

ME DPS Emergency Stop

97

Overspeed Shutdown

97

ME ECR CONTROL

 

102

ME ECR TLG CMD

 

96

ME ECR TLG CMD Failure

96

ME ECR TLG Misaligned

96

ME EMG TLG CMD Failure

97

ME FINISHED WITH ENGINE, FWE

102

ME LIMIT STATUS

102

ME Limits Cancelled

 

97

ME LOCAL CONTROL

102

ME MALFUCTION STARTBLOCK

102

ME NON Cancellable Slowdown

 

97

ME Repeated Start

97

ME RPM

12

ME

RUNNING

103

ME RUNNING STATUS FOR DISPLAY

103

ME SEA MODE

103

ME Shutdown Active

 

97

ME Shutdown Cancelled

98

ME Shutdown Prewarning

98

ME Slowdown Active

98

ME Slowdown Cancelled

98

ME Slowdown input 1

98,

99

ME Slowdown input 10

99

ME Slowdown input 11

99

ME Slowdown input 12

99

ME Slowdown input 13

99

ME Slowdown input 14

99

ME Slowdown input 4

98

ME Slowdown input 5

98

ME Slowdown input 6

98

ME Slowdown input 7

98

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ME Slowdown input 8

98

ME Slowdown input 9

99

ME Slowdown Prewarning

99

ME St.Air Pressure Low

99

ME STAND BY

103

ME Start Block Cancelled

99

ME Start Blocked

99

ME STARTBLOCK ALARMS CUT-OUT

103

ME

STOPPED

103

ME Tacho 1 Error

100

ME Tacho 2 Error

100

Module DMS1AI01 (AEM402) Error

100

Module DMS1C001 (SIO) Error

100

Module DMS1C002 (SIO) Error

100

Module DMS1C003 (DSN) Error

100

Module DMS1M101 (IOM402) Error

100

Module DMS1M101 (IOM402) Fuse

100

Module DMS1M102 (REM401) Error

100

Module DMS1M102 (REM401) Fuse

101

Module DMS1M103 (REM401) Error

101

Module DMS1M103 (REM401) Fuse

101

Module DMS1M104 (AAM401) Error

101

MSB

9, 50, 60

P

PTO

S

Sea Mode

Shaftgenerator

Shutdown

Slowdown . 6, 9, 10, 14, 46, 47, 49, 50, 55, 56, 64, 67, 95, 97, 98, 99

9,

49, 50, 63

13,

36, 38, 39, 53, 69, 103

9,

10, 49, 50, 56, 60, 63, 68

6, 9, 14, 20, 45, 46, 50, 56, 66, 94, 97, 98

Standby

36, 38, 53, 59, 69

Start blocking

43,

57, 64, 66

Start Failure Alarm Output

99

Start/Stop System

103

Stop Horn

15, 45, 46

System Description

16

T

Telegraph

13

U

UCS2100

6,

8, 10, 95, 100, 110

UMS2100

6, 8, 16, 76, 77, 78, 91, 95

UTC time

80, 83, 85, 86, 87, 88, 90

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1. DMS2100i Introduction

The Diesel Manoeuvring System - DMS2100i is a Bridge Manoeuvring System used for remote control of a ship’s Propulsion Line, with a MAN B&W two-stroke low speed ME-Engine con- nected to a Fixed Pitch Propeller (FPP). The DMS2100i is operated by means of Telegraph Levers and standard DMS2100i Panels with build in four-line display.

The DMS2100i is operated as a completely independent stand-alone system, with all informa- tion and internal alarms displayed on the DMS Operator Panels. When the DMS2100i are delivered together with a Lyngsø Marine Universal Monitoring Sys- tem, UMS2100 alarm system or as an integrated part of the Universal Control System UCS2100, the systems can be interconnected by means of a communication network, so that alarms, indications and measurements values from the DMS2100i can be displayed on the Graphical Operator Station (GOS) and alarm Panels in the Alarm and Control System also. The DMS2100i can be configured to provide complete control for:

Main Engine Remote Start/Stop from Bridge Start Blocking indications

Main Engine Setpoint System

Main Engine Shutdown Indications from ME Safety System

Main Engine Slowdown System

Main Engine Speed Measurement and Indication

Control Transfer for Bridge/ECR/Local Change-over

Sub-telegraph Control with Finished With Engine (FWE), Stand-by and Sea-mode

Main Engine Running Mode Selector (Economy mode, Emission Mode etc.)

Dual Serial Interface to the ME-Engine Electronic Control System (ECS)

Alarm Announcement and Indication

The DMS2100i can be extended with the following options:

DPS2100 Engine Safety System (independent system for Shutdowns and overspeed)

Communication Telegraph System for Bridge order communication to ECR/Local

Bridge Wing Control (Wing Panels Optional) and Electric Shaft on Telegraph Levers

Manoeuvring Order Printer integrated in the system Integration with Lyngsø Marine Alarm and Control System Serial interface (Modbus) to other types of ships alarm system This User Manual gives an overview of the hardware and describes the functionality of the DMS2100i Bridge Manoeuvring System, and includes wiring diagrams etc. Also the Monitoring and Control System, the Safety System, the Telegraph Lever System with Electric Shaft for the Bridge Wings and other related system and options are described to give a complete overview of the remote control system.

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Bridge Wing Port

Bridge Wing Starboard

Figure 1: Bridge Manoeuvring System, DMS2100i layout.

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1.1 References

[1]

MBD ME-Engine Interface & Requirements to External Control Systems

[2]

MBD ME-Engine Engine Control System – I/O Specification

[2]

MBD ME-Engine Engine Control System – Available Options

[2]

MBD ME-Engine Serial Interface – Requirement Specification

[2]

Propulsion Control System, PCS2100, System Description

[3]

Diesel Protection System, DPS2100, System Description and User Manual

[4]

Universal Monitoring System, UMS2100, System Description and User Manual

[5]

Universal Control System, UCS2100, System Description and User Manual

1.2 Definitions and Abbreviations

AAM

Analog Output Module type 401

AEM

Analog Input Module type 402

AI

Analog Input

AO

Analog Output

BAP

Basic Alarm Panel

BRG

Bridge

BT

Bow Thruster

CPP

Controllable Pitch Propeller

DG

Diesel Generator

DI

Digital Input

DO

Digital Output

DMS

Diesel Manoeuvring System - Bridge Manoeuvring System

DNM

Dual STELLA NET communication interface Module

DPS

Diesel Protection System - Engine Safety System

DSN

Dual STELLA NET communication interface

DZM

DrehZahl relais Module - speed relay module type 402

ECR

Engine Control Room

ECS

Electronic Control System for MBD ME-Engine

EMG

Emergency

ENT

Enter key

ER

Engine Room

ESC

Escape key

ESS

Engine Safety System

EXH

Exhaust

FIM 405

Filter Module for 24 Vdc Power Supply

FPP

Fixed Pitch Propeller

GOS

Graphic Operator Station

I/O

Input/Output

I/P

Current to Pressure converter

IOM

Input Output Module - type 402

LC

Local Control

LCD

Liquid Crystal Display

LED

Light Emitting Diode

LOP

Local Operator Panel

LP

Low pass Filter

LM

Lyngsø Marine

MAM

MIC40 Input/Output Adapter, Gamma to digital I/O modules

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MBD

MAN B&W Diesel

ME

Main Engine

MEP

Mean Effective Cylinder Pressure

MIC40

Input/Output Adapter, Gamma to digital I/O modules

MSB

Main Switch Board

MXM

Multiplexer Module type 402 (16 channel analog input)

NA

Not Applicable

PCC

Propulsion Control Cabinet

PCS

Propulsion Control System

PLC

Programmable Logic Controller - Gamma computer

PMS

Power Management System - ships generator control system

PS

Port Side

PTO

Power Take Off

REM

Binary input and relay output module type 401

RPM

Rotations Per Minute

SB

Star Board side

SG

Shaft Generator

SHD

Shutdown

SIM

Serial Input/Output Interface Module

SIO

Serial Input/Output Communication

SLD

Slowdown

ST

Stern Thruster

TAM

Tacho Adapter Module type 401

TC

Turbo Charger

UPS

Uninterruptible Power Supply

UMS

Universal Monitoring System - ships alarm system

UCS

Universal Control System- ships alarm and control system

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2. DMS2100i System Overview

The DMS2100i control functions for a Propulsion Line existing of a MAN B&W two-stroke low speed ME-Engine with Fixed Pitch Propeller are handled by one DMS2100i Gamma PLC mounted in the DMS control cabinet, together with the units for a DPS2100 Engine Safety Sys- tem. The Main Engine Safety System is completely independent of the DMS. The Main Engine may be equipped with a standard Safety System from the Main Engine manufacturer. If the Main En- gine manufacturer supply does not include a Safety System, the DMS can be delivered together with an independent Diesel Protection System, DPS2100 Safety System. Other Gamma PLC's in the UMS/UCS2100 Alarm and Control System handles the alarm and monitoring part of the machinery components controlled by the DMS2100i. In case that alarms from the Main Engine are connected to the DMS Gamma, it must be alarms relevant for the Main Engine controlled by that particular DMS Gamma only, because they will be displayed as DMS alarms on the DMS Panels, such as e.g. alarms initiating a Slow- down/load reduction, startblockings etc. The DMS2100i and the UCS2100 Alarm and Control system are independent systems, each with its own Gamma PLC’s, only connected by a network to transfer alarms and information to the GOS and printers (Manoeuvring Order Printer). The network will also be used for auto- matic operation of the Power Management System (PMS) e.g. in case of mode change to/from a mode where the SG is connected to a Bow Thruster (BT) and/or Stern Thruster (ST). Slowdowns for the Main Engine and optional RPM up/down signals from the Power Manage- ment System (for frequency control, load sharing and synchronising purposes) are transferred as hardwired signal lines for safety reasons. The Slowdown inputs to the DMS2100i are defined as supervised inputs, i.e. cable break can be detected. All hardware component and logic circuitry of the DMS2100i and the UCS2100 Alarm and Control System is independent. That means it will still be possible to control the propulsion machinery even in case of a total breakdown of the Alarm and Monitoring System. The power supply for the DMS2100i as well as the DPS2100 and UCS2100 must be Uninter- ruptible Power Supply (UPS) protected. There must be a separate fuse for the DMS2100i Gamma, the DPS PLC and the remaining hardware connected to this system. The following part of the remote control system are described in this section:

DMS2100i Main Cabinet (Gamma PLC, I/O Modules etc.) DMS Panels for remote control of the propulsion machinery ECR Components for Manual ECR Control of the propulsion machinery Local Operator Panel for Local Control of the propulsion machinery DPS2100 Engine Safety System Telegraph Lever System Electric Shaft for Bridge Wings control Communication Telegraph System Main Engine Speed Measurement

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2.1 DMS Panels for Remote Control For operation of a ship’s Propulsion Line, the DMS is connected with DMS operator panels on all control locations, including instruments for RPM and Start air pressure indication and a pushbutton for Emergency stop:

one in the Engine Control Room (ECR)

one on the Bridge

two panels on the Bridge starboard and Port Wings (optional)

The DMS Panel is mounted together with a Setpoint Lever on all Control Locations with DMS Control, i.e. normally Bridge and ECR, and optionally on the Bridge Wings.

a fifth panel can be mounted on an Aft Bridge (optional)

a fifth panel can be mounted on an Aft Bridge (optional) Figure 2.1: DMS Panel, Telegraph

Figure 2.1:

DMS Panel, Telegraph and Instruments for Bridge and ECR Control Locations.

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2.1.1 DMS Panel Functions The following main functions are available on each control location for the Main En- gine/Propulsion Line:

Analog instruments for indication of ME RPM

Analog instruments for indication of ME Start Air pressure

Dimmer potentiometer for illumination of the analog instruments (Bridge only)

Emergency stop push-button with cover

DMS2100i Operator Panel with the following functions:

ME: <Runstat> 100.0 RPM, StAir 30.00 BAR LIMITER:<Indic1> TLG BC: ± 120.0 ECR: ± 120.0
ME: <Runstat> 100.0 RPM, StAir 30.00
BAR
LIMITER:<Indic1>
TLG BC: ± 120.0 ECR: ± 120.0 EGS: 20.0
RPM
<Oldest
unacknowledged
alarm/Alarm
stat>

Four lines display with 40 characters on each line

Softkeys [ S1 ] - [ S4 ] for operation of DMS functions

Six selection keys: [ ESC ], [ ENT ]
Six selection keys: [ ESC ], [ ENT ]

Six selection keys: [ ESC ], [ ENT ] [ ESC ], [ ENT ]

and four [ Arrow ] keys
and four [ Arrow ] keys

and four [ Arrow ] keys and four [ Arrow ]

keys: [ ESC ], [ ENT ] and four [ Arrow ] keys [ Select ]

[

Select ] of DMS control functions of

[

Status ], [ Control ] and [ Settings ]

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Control location selection and indication for:

BRIDGE CTRL.
BRIDGE
CTRL.

Bridge Ctrl. ] key for indication and Request / Acknowledge of Automatic Bridge. References: Chapter 3.1.

[

E.C.R. CTRL.
E.C.R.
CTRL.

[

E.C.R. Control ] key for indication and Request / Acknowledge of ECR

Control Station (Automatic ECR or Manual ECR Control). References: Chapter 3.1.

1 ABC LOCAL CTRL.
1
ABC
LOCAL
CTRL.

Local Ctrl. ] key for indication and Request / Acknowledge of Local (Emer- gency) Control Station. (Manual LOP Control) References: Chapter 3.1.

[

SUB-Telegraph selection and indication for:

SEA MODE
SEA
MODE

[

Sea Mode ] operation and indication key:

Activation of this key commands Sea Mode and alarm for this is released. Mode conditions: Control air on, Safety air on, Main start valve not blocked, Starting air distributor not blocked and Turning gear not engaged. When unacknowledged or conditions not fulfilled, the green LED is flashing. When Sea Mode is present, the green LED is ON.

 

References: Chapter 3.2.3

STAND BY
STAND
BY

[

Stand By ] operation and indication key:

Activation of this key commands Stand By at the Main Engine and alarm for this is released. Mode conditions: Control air on, Safety air on, Main start valve not blocked, Starting air distributor not blocked and Turning gear not engaged. When unacknowledged or conditions not fulfilled, the green LED is flashing. When Stand By is present, the green LED is ON.

 

References: Chapter 3.2.2

7 STU F.W.E.
7
STU
F.W.E.

[

F.W.E. ] operation and indication key:

Activation of this key commands Finished With Engine and alarm for this is released. Mode conditions: Control air pressure off, Safety air pressure off and Main start valve blocked. When unacknowledged or conditions not fulfilled, the green LED is flashing. When Finished With Engine is present, the green LED is ON.

References: Chapter 3.2.1

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Slowdown operation and indication for:

SLOW DOWN
SLOW
DOWN

[

Slow Down ] operation and indication key:

Activation of the key invokes the Slowdown status list at the LCD display. When Slowdown is active, the red LED is ON. References: Chapter 3.5.

2 DEF SLOWD. CANCEL
2
DEF
SLOWD.
CANCEL

[

Slowd. Cancel ] operation and indication key:

Slowdown may be cancelled, when in Automatic Bridge or Automatic ECR control When in Manual ECR Control, operation takes place from the DMS as well. When Slowdown prewarning is present, the red LED is flashing. When the Slowdown situation is cancelled, the red LED is ON. References: Chapter 3.5.

8 VWX SLOWD. RESET
8
VWX
SLOWD.
RESET

[

Slowd. Reset ] operation and indication key:

Slowdown may be reset, when in Automatic Bridge or Automatic ECR con- trol and the slowdown condition is neither present nor cancelled. When in Manual ECR Control, operation takes place from the DMS as well.

When Slowdown may be reset due to Slowdown condition back to normal or cancelled the red LED is flashing. References: Chapter 3.5.

Shutdown operation and indication for:

SHUT DOWN
SHUT
DOWN

[

Shut Down ] operation and indication key:

Activation of the key invokes the Shutdown status list at the LCD display. When Shutdown is active, the red LED is ON. References: Chapter 3.4 and DPS2100 User Manual

3 GHI SHUTD. CANCEL
3
GHI
SHUTD.
CANCEL

[

Shutd. Cancel ] operation and indication key:

Shutdown may be cancelled, when in Automatic Bridge or Automatic ECR control.

 

When not in Automatic DMS Control, operation takes place from the DPS2100 Operator Panel in ECR, or from the LOP. When Shutdown prewarning is present, the red LED is flashing. When the Shutdown situation is cancelled, the red LED is ON. References: Chapter 3.4 and DPS2100 User Manual

The [ RESET ] and [ CANCEL ] keys for Shutdown and Slow Down keys are only working on the DMS Operator Panels which are in control, i.e. on anyone of the Bridge Operator Panels in Bridge Control and on the ECR Operator Panel in Automatic ECR Control, however the Slow- down Reset can be configured to always require reset from the E.C.R. Operator Panel.

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Startblock and Limits Cancel operation and indication for:

4 JKL START BLOCK
4
JKL
START
BLOCK

[

Start Block ] operation and indication key:

Activation of the key invokes the Startblocking status list at the LCD display.

When Startblocking is present, the red LED is ON.

6 PQR LIMITS CANCEL
6
PQR
LIMITS
CANCEL

[

Limits Cancel ] operation and indication key:

Activation of this key Cancels the RPM Max Limit and Load program of the DMS2100i as well as raising the Index Limiters in the ME-Engine ECS System. When Cancellation is present, the red LED is ON. The [ Limits Cancel ] key is only working on the DMS Operator Panels, which are in control, i.e. on anyone of the Bridge Operator Panels in Bridge Control and on the ECR Operator Panel in Automatic ECR Control.

DMS2100i keys for alarm functions:

STOP HORN
STOP
HORN

[

Stop Horn ] operation key:

Activation of this key stops the buzzer in the DMS Operator Panel.

ALARM ACKN.
ALARM
ACKN.

[

Alarm Acknowledge ] operation key:

Activation of this key acknowledges the alarms present at the LCD display of the DMS Operator Panel.

The [ Stop Horn ] and [ Alarm Ackn. ] keys can be configured to work on several different conditions:

1. Both keys are always working in the ECR, e.g. when the Chief Engineer always wants to be able to acknowledge alarms. Buzzer and [ Stop Horn ] are working on anyone of the Bridge Operator Panels for all alarms announced on the bridge (configurable), but [ Alarm Ackn. ] will not be possible on the Bridge.

2. Both keys are working on the present DMS Control Location, i.e. working on anyone of

the Bridge Operator Panels in Bridge Control and on the ECR Operator Panel in ECR Control. In connection with an integrated UMS alarm system, where the Watch Station can be changed to the Bridge, the function of both keys is following the UMS Watch Station.

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ALARM LIST
ALARM
LIST

[

Alarm List ] operation and indication key:

References: Chapter 5.3.

ADD. LIST
ADD.
LIST
DISPLAY CHANNEL
DISPLAY
CHANNEL

[

Additional List ] operation and indication key:

References: Chapter 5.4.

[Display Channel ] operation and indication key:

References: Chapter 5.5.

ADJUST CHANNEL
ADJUST
CHANNEL

[

Adjust Channel ] operation and indication key:

References: Chapter 5.6.

MAINTE- NANCE
MAINTE-
NANCE

[

Maintenance ] operation and indication key:

References: Chapter 5.7.

DIMMER
DIMMER

[ Dimmer ] operation and indication key:

References: Chapter 5.8.

] operation and indication key: References: Chapter 5.8. [ Alarm ] indication lamp for DMS2100 i

[ Alarm ] indication lamp for DMS2100i Alarm detected.

Any DMS2100i alarm in chapter 6 activates this indication. i alarm in chapter 6 activates this indication.

Any DMS2100 i alarm in chapter 6 activates this indication. [ Fault ] indication lamp for

[ Fault ] indication lamp for DMS2100i Operator Panel in Faulty condi- tion, e.g. missing communication to the Gamma Micro CPU or missing EPROM inside the panel.

Please refer to chapter 5 and the UMS2100 System Description for further information about the alarm system functions.

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2.2 Manual ECR Control Equipment

All indications and operations, such as Aux. Blowers control and indication of Main Start Valve position etc. in the ECR Control Console which used to take place on the ECR Sub Panel are now included in the MBD supplied Main Operator Panel (MOP), please refer to the MBD instruction manual. Beside that the following facilities are available:

1. EMERGENCY STOP, i.e. when Emergency Stop is ordered from this pushbutton, then the red lamp indication is ON. The pushbutton is protected with a plastic cover against un- wanted operation. The pushbutton is connected to the Safety System.

2. TAKE CONTROL, i.e. when this pushbutton is activated, the ME-Engine ECS Control Sys- tem makes a forced Control Transfer to Manual ECR Control. This button overrides all other Control Transfer functions except the similar Take Control pushbutton on the LOP. The pushbutton is connected directly to the ME-Engine ECS System.

3. INCREASE LIMITS, i.e. i.e. when this pushbutton is activated in Manual ECR Control, the ME-Engine ECS will raise the limiters in the Governor System. The pushbutton is con- nected directly to the ME-Engine ECS System.

4. For Manual ECR Control the ECR Telegraph supplied with the Bridge Manoeuvring System is equipped with:

Two 4 – 20mA set points connected directly to the ME-Engine ECS System

Two Stop Switches connected directly to the ME-Engine ECS System

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2.3 Local Operator Panel Functions The ME-Engine Local Operator Panel (LOP), mounted locally at the ME-Engine is used for fully electronic control from the Emergency Control Stand.

fully electronic control from the Emergency Control Stand. Figure 2.2 : ME-Engine Local Operator Panel 810.000.705-01

Figure 2.2: ME-Engine Local Operator Panel

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The ME-Engine start/stop and setpoint signals are operated from the Emergency Telegraph re- ceiver mounted close to the LOP, with signals similar to the ECR Telegraph receiver:

Two 4 – 20mA set points connected directly to the ME-Engine ECS System

Two Stop Switches connected directly to the ME-Engine ECS System

The DMS2100i do however control the Sub-telegraph, the normal Control Transfer and the Slowdown indications, and the DPS2100 Safety System control the Shutdown indications, but the ECS will still be able to control the ME-Engine, even in case of the DMS not functioning. The following main functions are available on the ME-Engine Local Operator Panel:

Analog instruments for indication of: Hydraulic Pressure Analog instruments for indication of: ME RPM Analog instruments for indication of: Starting Air Pressure

DMS Subtelegraph [Finished With Engine], [Standby] and [At Sea] selection and indica- tion

DMS Control transfer [Bridge], [ECR] and [Local] control selection and indication [Forced take Control] selection and indication [Manual Slowdown Request] indication DMS [Slow Prewarning] and [Slow Down Active] indication, [Cancel Slow Down] and [Reset Slow Down] operation and indication

[Shutdown Prewarning] and [Shutdown] indication, [Cancel Shutdown] operation and indication

Start Conditions [Turning Gear Disengaged], [Start Air Distributor in Service], [Main Start Valve in service], [Engine not ready] and [Start Blocked] indications DPS [Emergency stop] activation and indication [Aux Blowers running] and [Aux. Blowers Warning] indication

[Fuel/Load Limitation Active] indication and [Increase Limitation] activation and indica- tion

[Start Failure] indication [Lamp Test] pushbutton

[Air Run], [Slowturn] and [Auto] switch

Shutdown Reset is done by putting the LOP Telegraph in stop position. The ME-Engine ECS system will activate the reset signal to the Safety system by means of the LOP Telegraph set- point and Stop switch.

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2.4 Safety System for the Main Engine

The DMS2100i is normally delivered together with an independent DPS2100 (Diesel Protec- tion System) Safety System for Main Engine Emergency Stop, Overspeed and Shutdown protec- tion, which are interfaced to the DMS with hardware connections. The system is based on a DZM 402 PLC with built-in functions for overspeed protection and speed indication to instruments, and inputs for two speed pickups. The system is then extended with one, two or three IOM 402 Input/Output Modules, with 16 DI (Digital Input) channels and 12 DO (Digital Output) channels each for Shutdown inputs and Shutdown solenoid valve out- puts. The Digital Input channels are all with cable supervision, i.e. the Shutdown sensor must be a normally Open Contact (OC) contact, connected with a 8k2 Ohm resistor across the contact, and a Closed Contact (CC) will then activate the Shutdown input. The Digital Output channels are a solid-state relay output, with jumper selection of cable su- pervision. In the ECR, the DPS2100 Safety System has its own DPS Panel, where it is possible to see the relevant information for each Shutdown input channel, actual Main Engine RPM etc. on the dis- play, and it is also possible to make adjustments and cut-outs on the Shutdown input channels. Two keys with LED indication on the DPS Panel are used for Shutdown indication and Shut- down Cancel function. At the Bridge, the corresponding functions are shown on two keys on the DMS Panel. The following functions are included in the DPS2100 Safety System:

Shutdown stop output for the ME-Engine ECU units (2 normally open outputs) Shutdown stop output for the ME-Engine Fuel Cut-off Valve (1 supervised output) Shutdown stop output for the ME-Engine CCU’s (n normally open outputs) Overspeed stop of the Main Engine (2 pickup inputs) Shutdown inputs (20 supervised inputs ) Emergency stop of the Main Engine (5 supervised inputs) Alarm outputs to the alarm system (8 outputs) Tacho output for ME RPM to instruments (9 +/-10V instruments) Cancel and Reset inputs from DMS System, ME-Engine ECS and LOP (5 inputs)

For further information about the DPS2100 Safety System, please refer to the DPS2100 System Description and User Manual.

Local/Remote and DMS Control feedback (2 inputs)

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2.5 Main Engine Speed Measurement The DMS2100i is using a Tacho Adapter Module (TAM401) to interface the Tacho Pickups. The pickups are mounted close to the turning wheel on the main engine. The TAM401 is connected to one of the CPU’s on the Serial Interface Board used for measure- ment of the Main Engine speed.

2.6 Telegraph Transmitter and RPM Setpoint Control The Bridge is equipped with a Telegraph Transmitter with built-in setpoint potentiometer on the Bridge Centre Console, as the Bridge main operation station. As an option the Telegraph Transmitter at the Bridge Centre can be interconnected by means of an Electric Shaft System to Bridge Wing Control at:

Starboard Wing Panel

Port Wing Panel As standard the ECR is also equipped with a similar Telegraph Receiver and the LOP is equipped with a watertight Telegraph Receiver. Bridge Centre Telegraph Levers are equipped with potentiometer and stop switch with hard- ware connection to the DMS System. ECR and LOP Telegraph Levers are equipped with dual 4-20 mA Setpoint Transmitters and Stop Switches connected directly to the ME-Engine ECS System. The Bridge - and ECR Telegraph Levers are also used as engine telegraph system, when run- ning in manual ECR control. The Bridge - and LOP Telegraph Levers are also used as engine telegraph system, when run- ning in local LOP control. For alignment during control transfer and for printing on the manoeuvring order recorder printer, the DMS receives the ECR and LOP Telegraph RPM setpoint on the serial interface from the ME-Engine ECS System.

2.6.1 Electrical Shaft System Ships with Bridge Wing Control, can as an option be equipped with an electrical shaft system interconnecting the Bridge Centre Telegraph with the Bridge Wing Control Telegraphs. The electrical shaft system is an integrated part of the complete remote control system, but it is based on components completely independent of the DMS Gamma and all other items of the overall system. The Electric Shaft System is a so-called synchronising system, in which non-activated control levers are following the active control lever, chosen as random, i.e. when the Bridge Centre is master, then the two Bridge Wing levers automatically follows the master lever in the Bridge Centre. The system has been designed in such a way, that by means of a pushbutton switch, a chosen control unit is activated as master.

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2.6.1.1 Bridge Centre and Wings Control Transfer

Each Telegraph Transmitter on the Bridge’s Electrical Shaft System is equipped with three in- dication lamps and one pushbutton for control transfer:

Pushbutton selection of which position is the master control unit

Lamp indication with dimmer for which one of the three control positions are the master

control unit To change the control position between the three Control Units on the Bridge, press the [ Take Over / ON Service ] pushbutton on the new master control position, and it will change immediately, indicated with steady light in the [ Take Over / ON Service ] lamp/pushbutton. As the levers are already synchronised by the electrical shaft system, there are no need for fur- ther alignments before pressing the [ Take Over / ON Service ] pushbutton.

2.6.2 Emergency Telegraph System For backup communication of telegraph orders from the Bridge to ECR during ECR Control, and/or to the engine side in the Engine Room during local control, the system can optionally be extended with a separate Emergency Telegraph System, which is completely independent of the DMS2100i Bridge Control System and the normal communication Telegraph Levers. By means of a rotating switch or a pushbutton for each telegraph order, and lamps for each tele- graph order, the Communication Telegraph indicates the requested order. On the Bridge, the switch is turned to the new order/the pushbutton for the new order is pressed. The lamp for the new order will start flashing, and the buzzer on the Bridge and in the ECR and/or a telegraph bell local on the engine side will start sounding. To accept the new order, the switch on the receiver (ECR or local) must be turned to the posi- tion with the flashing lamp/the flashing lamp must be pressed, which will go into steady light and the buzzer will stop. By means of a pushbutton on each of the receivers; it is possible to select between the ECR and the Local Communication Telegraph as the active receiver, i.e. the location from where it is possible to acknowledge the telegraph order from the Bridge.

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3. DMS2100i Functional Description

3.1 Control Position Change-over

The electronically controlled ME-Engine can, when operated together with the DMS2100i for a Fixed Pitch Propeller (FPP), be operated in [BRIDGE CTRL.] directly from the Bridge Panel, and Telegraph Levers with optional Bridge Wing Control operating in parallel to the Bridge Centre. Please refer to section 2.6.1.1 for a description of the change over between Bridge Cen- tre and the Bridge Wings. When [BRIDGE CTRL.] is selected, the Main Engine's speed and direction is controlled by the position of the Bridge Telegraph Lever. The Gamma PLC located in the DMS2100i main cabinet convert the Bridge Telegraph Lever setpoint into a speed setting signal which is sent to the ME-Engine ECS System via the serial line interface. The ME-Engine ECS System then takes care of start and stop the engine and controlling the en- gine speed by means of the build in Governor functions. Manual [E.C.R. CTRL.] from the ECR Telegraph Receiver is bypassing the DMS, i.e. the start/stop and setpoint signals from the ECR Telegraph are hardwired directly from ECR to the ME-Engine Control System. [LOCAL CTRL.] from the Local Operator Panel (LOP) and Emergency Telegraph receiver is bypassing the DMS, i.e. the start/stop and setpoint signals from the LOP and Telegraph are hardwired directly from the LOP to the ME-Engine Control System. The DMS is however responsible for the control transfer between all three control stations, i.e. between [BRIDGE CTRL.], [E.C.R. CTRL] and [LOCAL CTRL.], and the active control station is then informed to the ECS-system via the serial interface line between the DMS and ECS. Please refer to section 4.0 showing the layout of the DMS operator panel. For this purpose, the Local Operator Panel includes lamps and pushbuttons for [Bridge], [E.C.R.] and [Local] Control Position indications similar to the DMS panels, but instead of the serial interface to the DMS panels, they are hardwired directly to the DMS in order to be able to make a request/acknowledge control transfer to/from Local control also. Please refer to sec- tion 2.3 showing the layout of the local operator panel (LOP) for the ME-engine. Beside the serial interface to the ECS system, the DMS also have hardware outputs to inform the Safety System about the active control station. In case the slowdown system is not integrated in the DMS, this system must also be informed about the active control station. If there is no operator available on the old control station (Bridge or ECR) to acknowledge the DMS request for Local control or if the DMS system is no longer operational, the ECS is able to make a forced control transfer from DMS control to ECS control on the local control stand by means of a [Forced Take Control] pushbutton on the LOP. As the DMS2100i for FPP always has ECS control from ECR, the ECS will also be able to make a forced control transfer from DMS control to ECS control in the ECR.

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3.1.1 ECS Control Station Priority

The ECS control system has a priority of the control stations where the control station closest to the engine has the highest priority:

1. Local ECS Control, highest priority

2. Manual ECR ECS Control

3. DMS Bridge Control, lowest priority

If the ECS loose the signal for the active control station, it will release an alarm and react as follows:

In case of lost signals, the last active control station will apply

In case of disagreement between two or more signals, the control station will block so that the last valid control station applies.

3.1.2 Operation of Control Station Transfer

The active control station can be transferred between the three control stations, Bridge, ECR and Local Control on request from either the active control station, e.g. the Bridge Panel(s), or on request from the new control station, e.g. the ECR or LOP panel without a previous request from the Bridge. This means that the control station making the request for transfer does not have to be the pre- sent control station. The control station (Bridge, ECR or Local Control) requesting the new control station (ECR, Bridge or Local Control), must first press the corresponding DMS Panel key:

[BRIDGE CTRL.] if transfer from Local or ECR - to Bridge Control is requested

[E.C.R. CTRL.] if transfer from Local or Bridge - to ECR Control is requested

[LOCAL CTRL.] if transfer from ECR or Bridge - to Local Control is requested As soon as the request for the control transfer is initiated from the Bridge, ECR or LOP, the buzzer in the Panels involved will start beeping, and the LED indication in the key for the new control station will start flashing, both on the Bridge Panel and in the corresponding LED indi- cation on the ECR Panel and in the LOP. The DMS panel buzzer sound for control transfer is making two short beeps followed by a 5 sec pause. If there is no buzzer available in the Local Operator Panel, the DMS has an optional output for activation of the Telegraph Bells in the engine room, which will be activated during control transfer to/from local control. The LED indication for the present control station will remain in steady light, until all condi- tions for the new control station are fulfilled, upon which it will be switched off. When the control transfer is acknowledged by pressing the flashing key on the DMS Panel at the acknowledge location:

[BRIDGE CTRL.] if Local or ECR - to Bridge Control Transfer is acknowledged

[E.C.R. CTRL.] if Local or Bridge - to ECR Control Transfer is acknowledged

The control station will be changed, if the Setpoint Levers are aligned.

[LOCAL CTRL.] if ECR or Bridge - to Local Control Transfer is acknowledged

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The flashing LED indication for the new control station will stop flashing and go into steady light. The LED indication for the previous control station is switched off, and the buzzers will stop beeping. If the Setpoint Levers are not aligned, control transfer will not take place. The LED indication for the new control station will continue flashing and the two-beep sound will continue until the control transfer request is either cancelled, or the Setpoint Levers have been aligned. If the Bridge and ECR setpoint levers are not aligned, a changeover display will show up on the Bridge and ECR Panel with alignment barographs for the two set points, making it easier to align the set points. Note: the changeover display will only show up if the DMS2100i Basic mode overview dis- play is active. If the Basic mode overview display is not active press the [ ESC ] key several times until the outermost display level is reached. If the request for control transfer is not acknowledged on the acknowledge location, the [Re- quest] key or the old [Control Location] key at the request location can be pushed again to cancel the control transfer request. If the control station has not changed (Setpoint Levers not aligned), the flashing is stopped and the buzzer is silenced without further consequences. Transfer of control will not take place before the Setpoint Levers are aligned and acknowledge is received from the acknowledge location.

3.1.2.1 From Bridge Control to ECR Control

The LED indication for Control station at transfer from Bridge Control to ECR Control are in- dicating in the following way:

[BRIDGE CTRL.] LED indication, i.e. the old control station LED indication on the

Bridge, ECR Panel and LOP are in steady light until transfer has taken place. [E.C.R. CTRL.] LED indication, i.e. the new control station LED indication on the Bridge,

ECR Panel and LOP are flashing, if the Setpoint Levers are aligned, until acknowledge has taken place or the request is cancelled. If Setpoint Levers are not aligned, the [E.C.R. CTRL.] LED indication will continue flashing until Setpoint Levers are aligned or the request is cancelled. During this alignment procedure, the DMS setpoint display will automatically show three barographs, with digital readings of the telegraph lever set points, until the levers are aligned.

3.1.2.2 From Bridge Control to Local Control

The LED indication for Control station at transfer from Bridge Control to Local Control on the engine are indicating in the following way:

[BRIDGE CTRL.] LED indication, i.e. the old control station LED indication on the

Bridge, ECR Panel and LOP are in steady light until transfer has taken place. [LOCAL CTRL.] LED indication, i.e. the new control station LED indication on the Bridge, ECR Panel and LOP are flashing, if the Setpoint Levers are aligned, until acknowl- edge has taken place or the request is cancelled. If Setpoint Levers are not aligned, the [LOCAL CTRL.] LED indication will continue flashing until Setpoint Levers are aligned or the request is cancelled. During this alignment procedure, the DMS setpoint display will automatically show three barographs, with digital readings of the

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telegraph lever set points, until the levers are aligned.

3.1.2.3 From ECR Control to Bridge Control

The LED indication for Control station at transfer from ECR Control to Bridge Control are in- dicating in the following way:

ECR Panel and LOP are in steady light until transfer has taken place. [BRIDGE CTRL.] LED indication, i.e. the new control station LED indication on the Bridge, ECR Panel and LOP are flashing, if the Setpoint Levers are aligned, until acknowl- edge has taken place or the request is cancelled. If Setpoint Levers are not aligned, the [BRIDGE CTRL.] LED indication will continue flash- ing until Setpoint Levers are aligned or the request is cancelled. During this alignment proce- dure, the DMS setpoint display will automatically show three barographs, with digital readings of the telegraph lever set points, until the levers are aligned.

[E.C.R. CTRL.] LED indication, i.e. the old control station LED indication on the Bridge,

3.1.2.4 From ECR Control to Local Control

The LED indication for Control station at transfer from ECR Control to Local Control are indi- cating in the following way:

ECR Panel and LOP are in steady light until transfer has taken place. [LOCAL CTRL.] LED indication, i.e. the new control station LED indication on the Bridge, ECR Panel and LOP are flashing, if the Setpoint Levers are aligned, until acknowl- edge has taken place or the request is cancelled. If Setpoint Levers are not aligned, the [LOCAL CTRL.] LED indication will continue flashing until Setpoint Levers are aligned or the request is cancelled. During this alignment procedure, the DMS setpoint display will automatically show three barographs, with digital readings of the telegraph lever set points, until the levers are aligned.

[E.C.R. CTRL.] LED indication, i.e. the old control station LED indication on the Bridge,

3.1.2.5 From Local Control to ECR Control

The LED indication for Control station at transfer from Local Control to ECR Control are indi- cating in the following way:

[LOCAL CTRL.] LED indication, i.e. the old control station LED indication on the Bridge,

ECR Panel and LOP are in steady light until transfer has taken place. [E.C.R. CTRL.] LED indication, i.e. the new control station LED indication on the Bridge,

ECR Panel and LOP are flashing, if the Setpoint Levers are aligned, until acknowledge has taken place or the request is cancelled. If Setpoint Levers are not aligned, the [E.C.R. CTRL.] LED indication will continue flashing until Setpoint Levers are aligned or the request is cancelled. During this alignment procedure, the DMS setpoint display will automatically show three barographs, with digital readings of the telegraph lever set points, until the levers are aligned.

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3.1.2.6 From Local Control to Bridge Control

The LED indication for Control station at transfer from Local Control to Bridge Control are in- dicating in the following way:

[LOCAL CTRL.] LED indication, i.e. the old control station LED indication on the Bridge,

ECR Panel and LOP are in steady light until transfer has taken place. [BRIDGE CTRL.] LED indication, i.e. the new control station LED indication on the Bridge, ECR Panel and LOP are flashing, if the Setpoint Levers are aligned, until acknowl- edge has taken place or the request is cancelled. If Setpoint Levers are not aligned, [BRIDGE CTRL.] LED indication will continue flashing until Setpoint Levers are aligned or the request is cancelled. During this alignment procedure, the DMS setpoint display will automatically show three barographs, with digital readings of the telegraph lever set points, until the levers are aligned.

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3.1.3 Forced DMS Control Transfer

As forced control transfer from Bridge to ECR control is a demand from some of the classifica- tion societies, it will be possible by means of the customizing tool to include this function as an option. Forced DMS control transfer can be available from:

Bridge to Local ECR to Local Local to ECR

Forced control transfer is when a control station close to the main engine takes the control from

a control station with a lower priority without a previous transfer request, e.g. the [E.C.R.

CTRL.] can take the control from the [BRIDGE CTRL.] or [LOCAL CTRL.] can take con- trol from [E.C.R. CTRL.] and [BRIDGE CTRL.]. As soon as the ECR engineer has pressed the [E.C.R. CTRL.] button on the DMS ECR panel, the control station will transfer to ECR control, without waiting for the navigator on the Bridge to accept the control transfer. Forced control transfers within the machinery control area, i.e. between [E.C.R. CTRL.] and [LOCAL CTRL.] and vice-versa, is done in the same way as when changing between the dif- ferent control positions on the bridge, because most probably the engineer making the transfer will be alone on duty in the engine room. It means that as soon as the key for the new control position is activated, the control position will transfer to the new position without any re- quest/acknowledge indications on the old control position, and no buzzer will sound.

Bridge to ECR

3.1.3.1 Forced DMS Transfer from Bridge Control to ECR Control

When included, the engineer can make the forced control transfer from Bridge to ECR control by pressing the [E.C.R. CTRL.] key on the ECR Panel, without a previous request from the bridge. The LED indication for forced DMS control transfer from Bridge Control to ECR Control are indicating in the following way:

[BRIDGE CTRL.] LED indication, i.e. the old control station LED indication on the Bridge, ECR Panel and LOP are immediately switched off, to indicate that the transfer al- ready has taken place.

[E.C.R. CTRL.] LED indication, i.e. the new control station LED indication on the ECR Panel and LOP are changing immediately to steady light (if the setpoint levers are aligned) as soon as the forced control transfer is initiated. The corresponding LED indication in the Bridge Panel is flashing and the buzzer is beeping until the operator has acknowledged the forced control transfer. This is just to tell the bridge operator that the control is no longer on the bridge, the bridge acknowledge has no actual influence on the control transfer.

If Setpoint Levers are not aligned, the [E.C.R. CTRL.] LED indication will continue flashing

until the ECR engineer making the forced control transfer has aligned the setpoint levers. During this alignment procedure, the DMS setpoint display will automatically show three barographs, with digital readings of the telegraph lever set points, until the levers are aligned.

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3.1.3.2 Forced DMS Transfer from Bridge Control to Local Control

When included, the engineer can make the forced control transfer from Bridge to Local control by pressing the [LOCAL] Control pushbutton on the LOP Panel, without a previous control transfer request from the bridge. The LED indication for forced DMS control transfer from Bridge Control to Local Control are indicating in the following way:

[BRIDGE CTRL.] LED indication, i.e. the old control station LED indication on the Bridge, ECR Panel and LOP are immediately switched off, to indicate that the transfer al- ready has taken place.

[LOCAL CTRL.] LED indication, i.e. the new control station LED indication on the ECR Panel and LOP are changing immediately to steady light (if the Setpoint Levers are aligned) as soon as the forced control transfer is initiated. The corresponding LED indication in the Bridge Panel is flashing and the buzzer is beeping until the operator has acknowledged the forced control transfer. This is just to tell the bridge operator that the control is no longer on the bridge, the bridge acknowledge has no actual influence on the control transfer.

If Setpoint Levers are not aligned, the [LOCAL CTRL.] LED indication will continue flashing until the LOP engineer making the forced control transfer has aligned the setpoint levers. During this alignment procedure, the DMS setpoint display will automatically show three barographs, with digital readings of the telegraph lever set points, until the levers are aligned.

3.1.3.3 Forced DMS Transfer from ECR Control to Local Control

When included, the engineer can make the forced control transfer from ECR to Local control by pressing the [LOCAL] Control pushbutton on the LOP Panel, without a previous control trans- fer request from the ECR. The LED indication for forced DMS control transfer from ECR Control to Local Control are indicating in the following way:

ECR Panel and LOP are immediately switched off, to indicate that the transfer already has taken place. [LOCAL CTRL.] LED indication, i.e. the new control station LED indication on the Bridge, ECR Panel and LOP are changing immediately to steady light (if the Setpoint Levers are aligned) as soon as the forced control transfer is initiated. There will be no flashing and beeping on any of the Panels, because the engineer making the control transfer will most likely be alone in the machinery space. If Setpoint Levers are not aligned, the [LOCAL CTRL.] LED indication will continue flashing until the LOP engineer making the forced control transfer has aligned the setpoint levers. During this alignment procedure, the DMS setpoint display will automatically show three barographs, with digital readings of the telegraph lever set points, until the levers are aligned.

[E.C.R. CTRL.] LED indication, i.e. the old control station LED indication on the Bridge,

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3.1.3.4 Forced DMS Transfer from Local Control to ECR Control

When included, the engineer can make the forced control transfer from Local to ECR control by pressing the [E.C.R. CTRL.] key on the ECR Panel, without a previous control transfer request from the LOP. The LED indication for forced DMS control transfer from Local Control to ECR Control are indicating in the following way:

[LOCAL CTRL.] LED indication, i.e. the old control station LED indication on the Bridge,

ECR Panel and LOP are immediately switched off, to indicate that the transfer already has taken place. [E.C.R. CTRL.] LED indication, i.e. the new control station LED indication on the Bridge, ECR Panel and LOP are changing immediately to steady light (if the setpoint levers are aligned) as soon as the forced control transfer is initiated. There will be no flashing and beeping in any of the Panels, because the engineer making the control transfer will most likely be alone in the machinery space. If Setpoint Levers are not aligned, the [E.C.R. CTRL.] LED indication will continue flashing until the ECR engineer making the forced control transfer has aligned the setpoint levers. During this alignment procedure, the DMS setpoint display will automatically show three barographs, with digital readings of the telegraph lever set points, until the levers are aligned.

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3.1.4 Forced ECS Control Transfer

The intention of the forced ECS control transfer is to be able to transfer the control to the Local control station on the engine, in case the DMS system, which is normally responsible for the control transfer, is not operational. Forced ECS control transfer can be available from:

DMS Bridge control to Local ECS control

DMS ECR control to Local ECS control

DMS Bridge control to Manual ECS control in ECR

Local ECS control (forced take control on LOP not activated) to Manual ECS control in ECR The forced control transfer to local control is done by activating the [Forced Take Control] pushbutton in the ECR or on the LOP at the local engine control stand, which is hardwired di- rectly to the ECS. When activated, the ECS will immediately transfer the ECS system to local control, without any acknowledge from the old control station. To avoid that a running engine is stopped, when making a [Forced Take Control] transfer, the telegraph receiver must be aligned to actual speed / telegraph order from the Bridge telegraph. If the DMS is still alive on the serial interface, the DMS will be informed about the new control station and then update the panel indication according to the new control station.

3.1.4.1 Forced ECS Transfer from Bridge Control to Local Control

The forced ECS control transfer from Bridge to Local control is done by activating the [Forced Take Control] pushbutton on the LOP Panel, without a previous control transfer request from the bridge. If the DMS is still alive on the serial interface, the LED indication for forced ECS control transfer from Bridge Control to Local Control are indicating in the following way:

[BRIDGE CTRL.] LED indication, i.e. the old control station LED indication on the Bridge, ECR Panel and LOP are immediately switched off, to indicate that the transfer al- ready has taken place. [LOCAL CTRL.] LED indication, i.e. the new control station LED indication on the ECR Panel and LOP are changing immediately to steady light as soon as the forced control trans- fer is initiated. The corresponding LED indication in the Bridge Panel is flashing and the buzzer is beeping until the operator has acknowledged the forced control transfer. This is just to tell the bridge operator that the control is no longer on the bridge, the bridge ac- knowledge has no actual influence on the control transfer. Because the control transfer takes place as soon as the [Forced Take Control] pushbutton in the ECR is activated, no alignment procedure will take place. To avoid that a running engine is stopped, when making a [Forced Take Control] transfer, the LOP telegraph receiver must be aligned to actual speed / telegraph order from the Bridge telegraph.

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3.1.4.2 Forced ECS Transfer from ECR Control to Local Control

The forced ECS control transfer from ECR control to Local control is done by activating the [Forced Take Control] pushbutton on the LOP Panel, without a previous control transfer re- quest from the ECR. If the DMS is still alive on the serial interface, the LED indication for forced ECS control transfer from ECR Control to Local Control are indicating in the following way:

ECR Panel and LOP are immediately switched off, to indicate that the transfer already has taken place. [LOCAL CTRL.] LED indication, i.e. the new control station LED indication on the Bridge, ECR Panel and LOP are changing immediately to steady light as soon as the forced control transfer is initiated. There will be no flashing and beeping in the ECR Panel, because the engineer making the control transfer will most likely be alone in the machinery space.

However, if the [Forced Take Control] in ECR is included, and it is activated at the time for the [Forced Take Control] on the LOP is activated, the [LOCAL CTRL.] LED indica- tion, i.e. the new control station LED indication on the Bridge Panel and LOP are changing immediately to steady light as soon as the forced control transfer is initiated. The [LOCAL CTRL.] LED indication in the ECR Panel is flashing and the buzzer is beeping until the op- erator has acknowledged the forced control transfer by deactivating the [Forced Take Con- trol] button in the ECR. This is just to tell the engineer that the control is no longer in the ECR, the ECR acknowledge has no actual influence on the control transfer, because the Lo- cal [Forced Take Control] has higher priority than the one in the ECR.

Because the control transfer takes place as soon as the [Forced Take Control] pushbutton in the ECR is activated, no alignment procedure will take place. To avoid that a running engine is stopped, when making a [Forced Take Control] transfer, the LOP telegraph receiver must be aligned to actual speed / telegraph order from the Bridge telegraph.

[E.C.R. CTRL.] LED indication, i.e. the old control station LED indication on the Bridge,

3.1.4.3 Forced ECS Transfer from Bridge Control to Manual ECS Control in ECR

Forced ECS control transfer from Bridge Control to Manual ECS Control in the ECR is done by activating the [Forced Take Control] pushbutton in the ECR, without a previous control trans- fer request from the bridge. If the DMS is still alive on the serial interface, the LED indication for forced ECS control transfer from Bridge Control to Manual ECS Control in the ECR are indicating in the following way:

[BRIDGE CTRL.] control LED indication, i.e. the old control station LED indication on the Bridge, ECR Panel and LOP are immediately switched off, to indicate that the transfer al- ready has taken place. [E.C.R. CTRL.] LED indication, i.e. the new control station LED indication on the ECR Panel and LOP are changing immediately to steady light as soon as the forced control trans- fer is initiated. The corresponding LED indication in the Bridge Panel is flashing and the buzzer is beeping until the operator has acknowledged the forced control transfer. This is just to tell the bridge operator that the control is no longer on the bridge, the bridge ac- knowledge has no actual influence on the control transfer. Because the control transfer takes place as soon as the [Forced Take Control] pushbutton in

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the ECR is activated, no alignment procedure will take place. To avoid that a running engine is stopped, when making a [Forced Take Control] transfer, the ECR telegraph receiver must be aligned to actual speed / telegraph order from the Bridge telegraph.

3.1.4.4 Forced ECS Transfer from Local Control to Manual ECS Control in ECR

The forced ECS control transfer from Local control to Manual ECS control in the ECR is done by activating the [Forced Take Control] pushbutton in the ECR, without a previous control transfer request from the LOP. If the DMS is still alive on the serial interface, the LED indication for forced ECS control transfer from Local Control to Manual ECS control in the ECR are indicating in the following way:

[LOCAL CTRL.] LED indication, i.e. the old control station LED indication on the Bridge, ECR Panel and LOP are immediately switched off, to indicate that the transfer already has taken place.

[E.C.R. CTRL.] LED indication, i.e. the new control station LED indication on the Bridge, ECR Panel and LOP are changing immediately to steady light as soon as the forced control transfer is initiated. There will be no flashing and beeping in the ECR Panel, because the en- gineer making the control transfer will most likely be alone in the machinery space.

Because the control transfer takes place as soon as the [Forced Take Control] pushbutton in the ECR is activated, no alignment procedure will take place, presumed that the [Forced Take Control] on the LOP is not activated. To avoid that a running engine is stopped, when making a [Forced Take Control] transfer, the ECR telegraph receiver must be aligned to actual speed / telegraph order from the Bridge telegraph.

However, if the [Forced Take Control] on the LOP is activated at the time when the [Forced Take Control] pushbutton in the ECR is activated, this forced control transfer will actually take place like a request/acknowledge control transfer. This is because that as long as the Local [Forced Take Control] is activated it has higher priority than the one in the ECR.

[Local Control] LED indication, i.e. the old control station LED indication on the Bridge,

ECR Panel and LOP will remain on until the Local [Forced Take Control] in the LOP is deactivated. [E.C.R. CTRL.] LED indication, i.e. the new control station LED indication on the Bridge,

ECR Panel and LOP are flashing and the buzzer is beeping until the operator has acknowl- edged the forced control transfer by deactivating the [Forced Take Control] button on the LOP. If Setpoint Levers are not aligned, the DMS setpoint display will, as long as the [E.C.R. CTRL.] LED indication is still flashing because the Local [Forced Take Control] on the LOP is not deactivated, automatically show three barographs, with digital readings of the telegraph lever set points, until the levers are aligned. The control transfer to [[E.C.R. CTRL.] will however take place as soon as the Local [Forced Take Control] in the LOP is deactivated, regardless of if the Setpoint Levers are aligned at that moment or not. During this alignment procedure, the DMS setpoint display will automatically show three barographs, with digital readings of the telegraph lever set points, until the levers are aligned.

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3.1.5 Setpoint Levers Alignment To be able to transfer the control station between Bridge, ECR and Local, the Telegraph Levers for the two control stations involved must be aligned. For this purpose a setpoint display with barographs and digital readings of the setpoint from the Telegraph levers involved are auto- matically displayed during the control transfer, if the levers are not aligned. An adjustable dead-band around the exact commands for transfer without change of pitch/RPM, makes it easier to transfer control. Please refer to section 4.2.1 for a description of the setpoint system alignment display.

3.1.5.1 From Bridge Control

From [BRIDGE CTRL.] to [E.C.R. CTRL.] or [LOCAL CTRL.]:

ECR or LOP Telegraph Lever Setpoint adjusted according to Bridge Telegraph Setpoint Lever

3.1.5.2 From ECR Control

From [E.C.R. CTRL.] to [BRIDGE CTRL.] or [LOCAL CTRL.]:

Bridge or LOP Telegraph Lever Setpoint adjusted according to ECR Telegraph Setpoint Lever

3.1.5.3 From Local Control

From [LOCAL CTRL.] to [E.C.R. CTRL.] or [BRIDGE CTRL.]:

Bridge or ECR Telegraph Lever Setpoint adjusted according to LOP Telegraph Setpoint Lever

3.1.5.4 Cable Failure on Setpoint Levers

The setpoint potentiometers on all setpoint levers are individually supervised for cable failure, with an alarm for each potentiometer. In case of cable failure on one of the setpoint potentiometers involved in a control transfer, the demands for alignment of the involved setpoint levers are cancelled. It is not possible to transfer control to a Control Position, which has cable failure on the set- point potentiometers.

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3.1.6 Control Station Selected at Power-Up

When the DMS is powered up, or the CPU is reset by the operator or after download of a new software program, the active control station will be preset according to the active control sta- tion status received on the serial communication line from the ECS. As long as the ECS is working, it will have an active control station, either one which has been selected as the last valid control station when it lost the communication to the DMS, or one that has been selected by means of the [Forced Take Control] push-button on the LOP or from ECR. If the DMS does not receive a valid control station from the ECS, or if the serial interface to the ECS is not working, the DMS will power up with an invitation for the operators to select one of the three control stations as the active control station. This is done by means of flashing lamp and control transfer buzzer beeping at the corresponding control station.

[[BRIDGE CTRL.] LED indication on the Bridge panel

[E.C.R. CTRL.] LED indication on the ECR panel

[LOCAL] Control indication on the LOP The operator at the control station, which first acknowledges the corresponding flashing LED indication, will be selected as the new control station.

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3.2 Subtelegraph

The Subtelegraph is used to give an order to the engine staff. The Subtelegraph is a one-way communication system, i.e. the Bridge makes an order and the engine staffs acknowledge it by pressing the panel key associated with the order. The following orders can be signalled:

[Finished With Engine]:

Finished with engine (FWE), The Main Engine is stopped, and

[Standby]:

cannot be started. Main Engine is ready or running, but engine staff is needed on

[At Sea]:

standby duty. The Main Engine is running normally, and engine staff is no

longer required for Main Engine operations. There will always be one of these orders present in the System. When the navigator wants to change to a new order he must press the desired panel key on the Bridge Panel. The LED in the panel key will start flashing, both on the Bridge and the corre- sponding LED in the Engine Control Room Panel as well as the LED indication in the Local Control Panel. The changeover buzzer (2 short beeps - pause - 2 short beeps etc.) will also sound. The LED indicating the old order will remain as a fixed light. When the engine room staff has pressed the flashing panel key – either at the ECR Panel or at the Local Control Panel - the change-over buzzer will stop and the new order request will be transmitted to the ECS, but the LED will continue flashing until all the conditions for the order has been fulfilled. When the condition for the order has been fulfilled, the LED will switch to a fixed light, and the LED indicating the old order will be switched off. If the order is not acknowledged in the ECR or LOP, the Bridge Panel key with the flashing LED indicating the requested mode, or the key with fixed light LED indicating the old mode can be pressed again to cancel the change of order. The following changes are permitted (please refer to figure 3.2.a). Note: Direct change from FWE to At Sea Condition is enabled because the ECS do not distin- guish between Stand by and At Sea Mode, i.e. the Standby request output is activated in both Standby and At Sea mode.

Stand At F.W.E. by Sea Figure 3.2.a: Sub-telegraph change of status
Stand
At
F.W.E.
by
Sea
Figure 3.2.a: Sub-telegraph change of status

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Changing between FWE and Standby state is handled as shown in figure 3.2.b below:

FWE request RCS: FWE request FWE request for ECS FWE state Standby request Standby request
FWE request
RCS:
FWE request
FWE request for ECS
FWE state
Standby request
Standby request for ECS
Standby state
Ackn. flashing LED
FWE LED ON
FWE LED FLASH
Standby LED ON
Standby LED FLASH
Buzzer
Alarm
ECS:
Engine blocked
Engine ready
Standby request
RCS:
FWE request
FWE request for ECS
FWE state
Standby request
Standby request for ECS
Standby state
Ackn. flashing LED
FWE LED ON
FWE LED FLASH
Standby LED ON
Standby LED FLASH
Buzzer
Alarm
ECS:
Engine blocked
Engine ready

FWE request

FWE request

not completed

 

Regretted

 
   
 
 
 
 
 
 
   
 
 
 
 
 
FWE request FWE request not completed   Regretted             Timeout
FWE request FWE request not completed   Regretted             Timeout
FWE request FWE request not completed   Regretted             Timeout
FWE request FWE request not completed   Regretted             Timeout
Timeout

Timeout

Timeout
FWE request Ackn. & Regretted
FWE request
Ackn. & Regretted
Standby request Standby request Standby request Ackn. & Regretted Standby condition not completed Regretted
Standby request
Standby request
Standby request
Ackn. & Regretted
Standby condition
not completed
Regretted
failure
Timeout

Figure 3.2.b: Sequence diagram for changing Subtelegraph state.

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3.2.1 Conditions for Finished With Engine

The ECS uses the FWE request to stop the hydraulic power supply and the Aux. Blowers. The following conditions are necessary for FWE: 1

Control air vented

Starting air distributor system blocked

Main start valve blocked.

These conditions are gated by the ECS into the signal “Engine Blocked” (figure 3.2.b), which is received by the RCS via serial communication.

3.2.2 Conditions for Standby This command orders a manned ECR for the preparation of the engine for sea going or, if the engine is ready to start or running, where a manned ECR is required. The ECS uses the Standby request to start the hydraulic power supply and the Aux. Blowers. The following conditions are necessary for Standby: 1

Control air pressure OK

Hydraulic supply system OK

Main start valve in service

Starting air distributor system in service position

Turning gear disengaged

Auxiliary blowers operational

ECS OK These conditions are gated by the ECS into the signal “Engine Ready” (figure 3.2.b), which is received by the RCS via serial communication.

3.2.3 Conditions for At Sea Mode

This mode indicates, that there is no need for a manned engine room. Identical conditions are necessary for Standby and At Sea-condition – please refer to the previ- ous section. 1 The ECS do not distinguish between Standby and At Sea Mode.

1 The conditions for the Subtelegraph can be customised from the Customising Tool, but the conditions men- tioned in the previous description is the normal standard conditions for a MANB&W ME/ME-C main en- gine.

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3.2.4 Subtelegraph alarm

An alarm is released when one of the following conditions is present

The “Engine Blocked” condition is not achieved within a certain time (adjustable) after FWE is requested

The “Engine Ready” condition is not achieved within a certain time (adjustable) after Standby is requested

The “Engine blocked” condition suddenly disappears during FWE mode

The “Engine Ready” condition suddenly disappears during Standby or At Sea mode

The serial interface to the ECS is not working

3.2.5 Subtelegraph status selected at Forced Take-over of Control Station

When a forced take-over command is issued from the Local Control Station or from the Manual Control in ECR, then the Subtelegraph status is set-up to Standby condition. As plain information for the navigator the Standby LED is flashing, and the buzzer is sounding at the DMS Bridge Panel until acknowledged, if FWE was previously selected. Please refer to figure 3.2.7.

3.2.6 Serial communication to ECS stop working If the serial interface to the ECS stops working, the DMS will invite the navigator to select Fin- ished With Engine. When the communication is re-established, then the status of the Subtele- graph will be preset according to the present status of “Engine Blocked” and “Engine Ready” received on the serial communication line from the ECS. Please refer to figure 3.2.7.

3.2.7 Subtelegraph status selected at Power-Up When the DMS is powered up, or the CPU is reset by the operator or after download of a new software program, the status of the Subtelegraph will be preset according to the present status of “Engine Blocked” and “Engine Ready” received on the serial communication line from the ECS. If the DMS does not receive a valid Subtelegraph status – “Engine Blocked” and “Engine Ready” – from the ECS, or if the serial interface to the ECS is not working, the DMS will power up with an invitation for the navigator to select Finished With Engine. Please refer to figure 3.2.7.

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RCS:

FWE request

FWE request for ECS

FWE state

Standby request

Standby request for ECS

Standby state

Ackn. on Bridge

FWE LED ON

FWE LED FLASH

Standby LED ON

Standby LED FLASH

Buzzer

Alarm

ECS:

Engine blocked

Engine ready

Power-Up with Serial Comm. to ECS

Power-Up with Serial Comm. not O.K.

with Serial Comm. to ECS Power-Up with Serial Comm. not O.K. Timeout Serial Comm. to ECS
with Serial Comm. to ECS Power-Up with Serial Comm. not O.K. Timeout Serial Comm. to ECS
Timeout
Timeout

Serial Comm. to ECS stops working

Comm. not O.K. Timeout Serial Comm. to ECS stops working Timeout Figure 3.2.7: Sequence diagram for
Timeout
Timeout

Figure 3.2.7: Sequence diagram for abnormal Subtelegraph situations.

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3.3 Main Engine Start/Stop

3.3.1 Automatic Bridge Control

When [ BRIDGE CTRL. ] is selected and the system is not in [ F.W.E. ] mode; starting, stop- ping and control of the Main Engine speed is controlled by the position of the Bridge Telegraph Handle. Moving the Telegraph Handle from Stop to Ahead or Astern will cause the starting sequence in the ME-Engine ECS System to be activated, i.e. it will supply starting air until the Main Engine RPM has reached starting level. At this point Start Air is removed and fuel is injected. If the Main Engine start attempt failed, the ME-Engine ECS System will automatically make a new repeated start. After three failed start attempts a start-blocking occur, and the navigator has to move the Telegraph Handle to stop before a new start can be performed. If the Main Engine is ordered to turn in the opposite direction whilst running, the ME-Engine ECS System will automatically apply starting air until the Main Engine speed has decreased be- low reversing level. This may take several minutes, depending on the ships speed, propeller size, loading condition and other ship parameters. The DMS will not take care of start failure, repeated starts, counting of the 1½revolutions for the slow-turning etc. but it will not be possible to make a start attempt from the Bridge Tele- graph unless the engine ready signal is present, i.e. all start blockings, Shutdowns etc. must be OK (or cancelled) before it is possible to start the ME-engine from the Bridge Telegraph. The speed may be set to any speed between minimum and maximum, however the scale is nor- mally divided into 9 speedsetting orders: “dead-slow”, ”slow”, “half” and “full” in both direc- tions in addition to "stop". During commissioning, the rpm for each of these telegraph orders plus minimum and maximum in each direction are adjusted by the commissioning engineer in accordance with engine builder data, yard and owner requirements. One or more of the limitations, which are mentioned in sec- tion 3.6.2 might limit the speed.

3.3.2 ME-Engine ECS System Responsibility

Please note that it is the ME-Engine ECS System which is responsible for the timing of all the signals actually starting and Stopping the engine, e.g. activating the starting air and changing over to fuel at the firing speed. The DMS Start/Stop functions are limited to sending the positive RPM setpoint on the serial line to the ME-Engine ECS System when the Bridge Telegraph is ordering an Ahead setpoint, a negative RPM setpoint when the Bridge Telegraph is ordering an Astern setpoint, and a zero RPM setpoint when the Bridge telegraph is in stop position. This means that ME-Engine ECS System besides the normal Start/Stop functions, also takes care of the timing of all the signals for all Slowturning, Reversing, Repeated Start and Crash Stop functions. When the ECS System begin to start the Main Engine, indicated by <PREPARING> on the DMS Panel as long as starting of the Aux. Blowers are taking place, changing to <START- ING> when start air is applied until the engine is running, and then the indication will change to <RUNNING>.

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If the Main Engine has been stopped for more than a certain time, with the Aux. Blowers run-

ning and Stand-By condition still present, the ME-Engine ECS System will stop the Aux. Blow-

ers automatically, indicated by the <DEL.START> in the ME Start/Stop display, i.e. next time

the ME is started it will take a little longer, because first the Aux. Blowers has to be started.

If this happens in Bridge Control, the Aux. Blowers can be started again by means of the

“PREPARE ME” softkey from the Bridge Panel, i.e. it will be possible to have a faster start when the Bridge Telegraph later on is moved to start the engine.

A wrong operation beep will appear, if the “PREPARE ME” is activated on the ECR Panel

when in ECR Control – the MOP must be used instead. Stopping the ME-engine from the DMS system is working in a similar way by putting the Bridge Telegraph to stop position, and the DMS will send the stop setpoint (zero RPM) to the ECS- system via the serial interface line between the DMS and the ECS. The ECS-system will then again be responsible for stopping of the engine by inhibiting the fuel injection. Both <STaRt FAIL> and <REPeated START> are handled by the ME-Engine ECS system, but the information is send to the PCS and displayed on the Start/Stop menu on the Panel. Any failures in the ECS system, e.g. a start failure, which requires a reset from the DMS can be reset by putting the Bridge Telegraph in Stop position, before a new start attempt can be exe- cuted.

3.3.2.1 Manual ECR Control

When [ E.C.R. Ctrl. ] is selected the starting, stopping, reversing and speed-control of the Main Engine is handled from the E.C.R. Telegraph Handle placed in the Engine Control Room control console. The ECR Telegraph set points and stop switches are directly connected to the ME-Engine EICU-A/B units, and the operation is completely independent of the DMS. When the Bridge staffs wants to change the running condition of the Main Engine, they order the Main Engine direction and speed by moving the Bridge Telegraph to the corresponding posi- tion. This will initiate the Telegraph alarm. The engineer moving the ECR Telegraph Handle to the same order as that received from the Bridge Telegraph then accomplishes this from the Engine Control Room. This will at the same time acknowledge the Telegraph alarm. All the operation from the Engine Control Room is completely similar to the operation from the Bridge, except that the operation is normally carried out on request from the Bridge Telegraph.

3.3.2.2 Local LOP Control

When [ LOCAL Ctrl. ] is selected the starting, stopping, reversing and speed-control of the Main Engine is handled from the LOP Telegraph Handle placed on the Engine close to the Lo- cal Operator Panel. The LOP Telegraph set points and stop switches are directly connected to the ME-Engine ECU- A/B units, and the operation is completely independent of the DMS. When the Bridge staffs wants to change the running condition of the Main Engine, they order the Main Engine direction and speed by moving the Bridge Telegraph to the corresponding posi- tion. This will initiate the Telegraph alarm.

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The engineer moving the LOP Telegraph Handle to the same order as that received from the Bridge Telegraph then accomplishes this from the LOP. This will at the same time acknowledge the Telegraph alarm. All the operation from the LPP is completely similar to the operation from the Engine Control Room, and the operation is normally carried out on request from the Bridge Telegraph.

3.3.3 ME-Engine Slowturning from DMS

Slowturning of the Main Engine is normally used before the engine is started after a longer pe- riod of standstill, and is done by turning the engine for a minimum of 1 revolution on reduced starting air. The slowturning can either be automatically or manually executed.

3.3.3.1 Automatic Slowturning

When Starting the ME-engine from the DMS system, the ME-Engine ECS System will automati- cally slowturn the engine, if it has been stopped for more than, e.g. 30 minutes. In case the operator does not want the engine to be Slowturned at the next start, it is possible by means of the [Limits Cancel] key on the PCS Panel to reset the slowturn timer in the ECS by sending the Increase Limitation signal to the ECS-system via the serial interface line between the PCS and the ECS. If the slowturning is not completed within a certain time, 15-20 sec (adjustable), the ECS stops the engine again, and a <STaRt FAILure> alarm is released giving a startblocking, which must be reset by the operator (setting the bridge telegraph in stop position) before a new start attempt can be executed.

3.3.3.2 Manual Slowturning

Manual Slowturn is NOT available on the dual serial interface between the DMS and the ME- Engine ECS system, i.e. it will not be possible to make Manual Slowturn from the DMS but only from the MOP in the ECR or from the switch on the LOP.

3.3.4 ME-Engine Start blockings in DMS

If the engine is not ready for start, i.e. Start Blocked, the [ Start Block ] LED on the Panel is on and a <Startblok> indication is displayed on line two of the Start/Stop control display, i.e. on the line above the softkeys. When the engine is ready for start, the indication change to either <Stopped> or <Del. Start> indicating if the Aux. Blowers are running or not.

At the DMS Panel, it is possible to select a status list, displaying status for the different start- blockings for the Main Engine. Please refer to section 4.3.5 for a detailed description of how to display the Start Blockings List. The following startblockings are relevant for the ME-engine DMS System:

ME Safety System Shutdown or Emergency Stop

Start failure (Slowturning or Startair time -out or Max number of failed start attempts) from

ECS Main Starting valve blocked

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Starting air distribution system blocked

Control air vented

Turning gear engaged

Start air pressure low

Aux. Blower Failure

Engine running (not indicated)

Some startblockings are cancellable by means of the [LIMITS CANCEL] key on the DMS Panel, and the DMS is then sending the Limits Cancel signal to the ECS-system via the serial interface line between the DMS and the ECS. As the PCS does not know which startblockings are cancellable, all startblockings are consid- ered cancellable seen from the DMS point of view, i.e. if cancelled in the DMS, the start signal is send to the ECS, and it is then up to the ECS to decide if the startblocking can be cancelled or not.

Activation of [LIMITS CANCEL] will normally activate an alarm in the DMS System, to pre- vent the operators from using it when it is not necessary. To remove the cancellation of start- blockings again, activate the [LIMITS CANCEL] key once more.

3.3.4.1 ME-Engine Ready to Start Indication in DMS

For the indication “Ready to Start” in the Startblocking Status list, the DMS also receives an “Engine not ready” signal from the ECS, which is set high if the conditions for “Engine Ready” used for the Standby condition in the Subtelegraph are not fulfilled, including the addi- tional signal “Auxiliary systems OK”. The “Engine not ready” thus includes the following signals:

Main Starting valve blocked Starting air distribution system blocked Turning gear engaged Control air vented Hydraulic supply system not ok Auxiliary blowers not operational ECS not ok

Auxiliary systems not ok, are optional inputs to the DMS which are send to the ME-Engine ECS system as one common signal, and can e.g. be customized to include the following sig- nals:

Lubrication oil system not ok Fuel oil system not ok Cooling water system not ok CPP control system not ok

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3.4 Main Engine Shutdown The DMS2100i is normally delivered together with a DPS2100 Engine Safety System, which is mounted together with the DMS in the same cabinet. The DPS2100 safety system takes care of the engine Shutdown in case of a Shutdown -, Overspeed - or Emergency stop alarm, by activat- ing the emergency stop valve directly. All the Shutdown inputs are connected directly to the DPS, and then send as group alarms to the DMS, for indication on the DMS panels. The DPS2100 Panel is mounted in the ECR console, where all relevant information for each Shutdown input channel, actual Main Engine RPM etc. are displayed. Furthermore adjustments and cut-outs on the Shutdown input channels are possible from the panel. For a more detailed description of the DPS2100 Safety System, please refer to the DPS2100 User Manual. The three keys on the DMS2100i Panels are used for the following functions:

[ Shut down ] indicating Shutdown activated (steady light) and activates the Shutdown status list display

[ Shutd. Cancel ] indicating Shutdown prewarning (flashing light) or activates and indi- cates if the Shutdown is cancelled (steady light)

[ Shutd. Reset ] activates Reset of the Shutdown memory (not MANB&W engines) In case of a Shutdown, the operator at the Bridge and ECR can get a Shutdown prewarning alarm, an adjustable time delay before the Safety System executes the Shutdown. During the prewarning delay for the Shutdown, the LED in the [ Shutd. Cancel ] key on the DMS panel will flash. After the prewarning delay time -out, the LED in the [ Shut Down ] key on the DMS Panels will go to steady light and the Safety System will stop the Main Engine. To silence the buzzer the [ Stop Horn ] key must be activated, and to acknowledge the [ Alarm Ackn. ] key. If more alarms are present, press [ Alarm Ackn. ] again until all alarms are acknowledged. During the prewarning delay the operator has the possibility to cancel/override the Shutdown, by pressing the [ Shutd. Cancel ] key, which is then indicated by steady red light in the key. If the ME is already stopped, before the [ Shutd. Cancel ] key is activated; the Shutdown must also be reset before it is possible to start the ME again. To remove the cancel/override Shutdown function, the [ Shutd. Cancel ] key must be activated once more. Further information about the reason for the Shutdown can be seen in the Shutdown List on the DMS Panels, which is selected by pressing the [ Shut Down ] key. Please refer to section 4.3.5.5 for a detailed description of the Shutdown List. When the Shutdown memory has been activated, the reason for the Shutdown must be removed and the Shutdown reset, before a new start of the Main Engine is possible again. When the reason for the Shutdown has been removed, the Shutdown must be reset from the pre- sent control location, which means that in Bridge Control the Bridge Telegraph must be placed in Stop position to reset, in ECR Control the Manual Control Lever must be placed in stop to reset, and in Local Emergency Control the Regulating Handle must be put in zero fuel index po- sition to reset the Shutdown. The Emergency Stop function is also a part of the Safety System, with independent push buttons on the Bridge and in the ECR, each wired in parallel to the Safety System.

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Activation of one of the push buttons will cause an emergency stop of the Main Engine even if the panel is not in control. When the Main Engine has been stopped by use of the emergency stop function, restart of the engine is blocked until the emergency stop pushbutton has been released again, and the Shut- down memory is reset from the present control location.

3.5 Main Engine Slowdown In case of Slowdown, the Slowdown memory in the DMS is selecting the Slowdown RPM limitation in the Setpoint system, limiting the Main Engine RPM after a certain prewarning time delay (adjustable), e.g. when a Shaft Generator has been disconnected. The Main Engine Slowdown system is an integrated part of the DMS System. The Slowdown inputs are normally connected directly to the DMS. Both binary and analog inputs are available. In both cases the Slowdown input(s) to the DMS are supervised inputs. Alternatively the Slowdown inputs can be connected to the Alarm System, and outputs from the Slowdown group alarms in the alarm system are then connected to Slowdown inputs in the DMS System. The Slowdown information are shown on three keys at the DMS Panel, both on the ECR and on the Bridge Panels. It is also possible to see the status information about each Slowdown on the Slowdown status display, and [ Display Channel ] information and use