e531932_00e
DESCRIPTION
E531932_00ETRANSCRIPT
![Page 1: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/1.jpg)
Documentation Part 1
E 531 932 / 00 E
Interfaces of Engine Control System ECS-5with Gear Control UnitDDC/MTU series 2000MTU/DDC series 4000
� Structure and function
![Page 2: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/2.jpg)
assuring you
� certification:
Quality assurance in design/development,production, installation and service
� conformity:
– Guideline 73/23/EEC – Low voltage guideline – datedFebruary 19, 1973 with amendment dated July 22, 1993(guideline 93/68/EEC)
– Guideline 89/336/EEC – Guideline on electromagneticcompatibility – dated May 3, 1989 with amendmentdated April 28, 1992 (guideline 92/31/EEC)
CE conformity is influenced if the product is installed incorrectly, an assembly or system ismisused and/or genuine MTU components are not used.
![Page 3: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/3.jpg)
Das Handbuch ist zur Vermeidung von Störungen oder Schäden beim Betrieb zu beachten und daher vom Betreiber dem jeweiligenWartungs- und Bedienungspersonal zur Verfügung zu stellen. Außerhalb dieses Verwendungszwecks darf das Handbuch ohne unserevorherige Zustimmung nicht benutzt, vervielfältigt oder Dritten sonstwie zugänglich gemacht werden.
Änderungen bleiben vorbehalten.
This handbook is provided for use by maintenance and operating personnel in order to avoid malfunctions or damage during operation.Other than for this purpose, the handbook shall not be reproduced, used or disclosed to others without our prior consent.
Subject to alterations and amendments.
Le manuel devra être observé en vue d’éviter des incidents ou des endommagements pendant le service. Aussi recommandons-nous àl’exploitant de le mettre à la disposition du personnel chargé de l’entretien et de la conduite. En dehors de cet usage, le manuel ne pourraêtre utilisé ni reproduit ou rendu accessible de quelque autre manière à des tiers, sans notre consentement préalable.
Nous nous réservons le droit d’entreprendre toute modification.
El Manual debe tenerse presente para evitar anomalias o daños durante el servicio, y, por dicho motivo, el usuario debe ponerlo a disposición del personal de mantenimiento y de servicio. Fuera de este fin de aplicación, el Manual no se debe utilizar, copiar ni poner en manos de terceros, sin nuestro consentimiento previo.
Nos reservamos el derecho de introducir modificaciones.
No sentido de evitar falhas ou danos durante o servicio, o usuário deberá cuidar de que o Manual esteja sempre à disposição do pessoalencarregado com a manutenção e operação. Além desta sua finalidade, o Manual não deverá, sob qualquer pretexto, ser reproduzido parcial ou totalmente ou franqueado a terceiros sem prévia e expressa autorização de nossa parte.
Reservamo-nos o direito de proceder modificações.
Il manuale va consultato per evitare anomalie o guasti durante il servizio, per cui va messo a disposizione dall’ utente al personale addetto alla manutenzione e alla condotta. Senza nostra approvazione preventiva non è ammesso impiegare il manuale per scopi diversi, riprodurlo o metterlo a disposizione di terzi.
Con riserva di modifiche.
Käyttöhäiriöiden ja teknisten vaurioiden välttämiseksi on noudatettava käsikirjassa annettuja ohjeita, joten kirja on luovutettava huoltoja käyttöhenkilökunnan käyttöön. Käsikirjaa ei saa ilman sen laatijan lupaa käyttää muuhun tarkoitukseen, monistaa tai luovuttaa ulkopuolisille.
Oikeudet muutoksiin pidätetään.
![Page 4: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/4.jpg)
MTU Motoren- und Turbinen-Union Friedrichshafen GmbH
88040 Friedrichshafen / Germany
Phone (0 75 41) 90 - 0 Telex 7 34 280 – 50 mt d Telefax (0 75 41) 90 - 61 23
2000
![Page 5: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/5.jpg)
Guide Page IFRIEDRICHSHAFEN
E 531 932 / 00 E – 02.2000 –
Table of contents
Table of contents I. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Abbreviations IV. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General information about documentation VII. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1 Overview 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.1 Possible applications of Engine Control System ECS-5 3. . . . . . . . . . . . . . . .
1.2 Adaptation of the Monitoring and Control System and Remote Control System to Engine Control System ECS-5 4. . . . . . . . . . . . .
1.3 Engine Control System ECS-5 with interfaces for monitoring and control systems and remote control systems produced by other manufacturers 7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.4 Assemblies of Engine Control System ECS-5 8. . . . . . . . . . . . . . . . . . . . . . . . .
2 Connection of monitoring and control systems produced by other manufacturers 10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.1 Interfaces to the monitoring and control system at Peripheral Interface Module PIM 2 11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.1.1 General information about Peripheral Interface Module PIM 2 11. . . . . . . . . .
2.1.2 Binary inputs 13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.1.3 Binary outputs 14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.1.4 Analog outputs 16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.2 Interface to the monitoring and control system via a serial interface 18. . . . .
2.2.1 General information about serial interface PIM 1 18. . . . . . . . . . . . . . . . . . . . . .
2.2.2 Connection of monitoring and control assemblies 19. . . . . . . . . . . . . . . . . . . . .
2.3 Interfaces to the monitoring and control system at Local Operating Panel LOP 1 21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.4 General information about Local Operating Panel LOP 1 21. . . . . . . . . . . . . . .
2.4.1 Connection of monitoring and control assemblies 22. . . . . . . . . . . . . . . . . . . . .
2.4.1.1 Emergency stop 22. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.4.1.2 Safety system override 23. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.4.1.3 Combined alarm and acknowledgement 25. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
![Page 6: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/6.jpg)
GuidePage IIFRIEDRICHSHAFEN
E 531 932 / 00 E– 02.2000 –
Table of contents (cont.)
3 Connection of remote control systems produced byother manufacturers 30. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.1 Remote control interfaces on Gear Control Unit GCU 31. . . . . . . . . . . . . . . . . .
3.1.1 General information about Gear Control Unit GCU 31. . . . . . . . . . . . . . . . . . . .
3.1.2 Connection of control assemblies 31. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.1.2.1 Binary inputs 32. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.1.2.2 Binary outputs 35. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.2 Interfaces to the remote control system at Local Operating Panel LOP 1 39. . .
3.2.1 General information about Local Operating Panel LOP 1 39. . . . . . . . . . . . . . .
3.2.2 Connection of control assemblies 39. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.2.2.1 Analog and binary inputs 40. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.2.2.2 Analog outputs 42. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4 Power supply connection 46. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.1 Local Operating Panel LOP 47. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.1.1 Local Operating Panel LOP 1 supply voltages 47. . . . . . . . . . . . . . . . . . . . . . . .
4.1.2 Connection of an on/off switch 48. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.1.3 Peripheral Interface Module PIM 2 50. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.1.4 Peripheral Interface Module PIM 1 51. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5 Bus system connection 54. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.1 Terminals for field bus connection 55. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.1.1 Local Operating Panel LOP 1 55. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.1.2 Peripheral Interface Module PIM 2 56. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.1.3 Peripheral Interface Module PIM 1 57. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6 Technical data 60. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.1 General 60. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.2 Local Operating Panel LOP 1 60. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
![Page 7: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/7.jpg)
Guide Page IIIFRIEDRICHSHAFEN
E 531 932 / 00 E – 02.2000 –
Table of contents (cont.)
6.3 Peripheral Interface Modules PIM 1 and PIM 2 61. . . . . . . . . . . . . . . . . . . . . . .
6.4 Engine Control Unit ECU 61. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.5 Engine Monitoring Unit EMU 62. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.6 Gear Control and Monitoring Unit GCU/GMU 1,Gear Control Unit GCU 1 62. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Appendix 63. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Reference documentation 64. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
![Page 8: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/8.jpg)
GuidePage IVFRIEDRICHSHAFEN
E 531 932 / 00 E– 02.2000 –
Abbreviations
A Ampere
a Acceleration
BR Baureihe, series (in this case: engine series)
CAN Controller Area Network (bus designation)
CB Connection Box
COM Common (common connection of a relay changeover contact)
ECS Engine Control System (MTU engine management system)
ECU Engine Control Unit (engine governor)
EMU Engine Monitoring Unit (additional monitoring unit)
f Formula for frequency
fL Limit frequency
FPP Fixed Pitch Propeller
g Gravity acceleration constant
GCU Gear Control Unit
GMU Gear Monitoring Unit
GND Ground
I Formula for electrical current
IIn Input current
Imax Maximum current
IEC International Electrotechnical Commission (standards designation)
I/O Input/Output
IP International Protection (index of protection)
LED Light Emitting Diode
LOP Local Operating Panel
mA Milliampere
MCS Monitoring and Control System
![Page 9: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/9.jpg)
Guide Page VFRIEDRICHSHAFEN
E 531 932 / 00 E – 02.2000 –
Abbreviations (cont.)
MCS-PO Main Control Station
min Minute
MTU Motoren- und Turbinen-Union
mV Millivolt
n Speed
NC Normally Closed (relay changeover contact)
NO Normally Open (relay changeover contact)
p Pressure
PCU Propeller Control Unit
PIM Peripheral Interface Module
PPS Programmable Process Station
R Formula for electrical resistance
RAM Random Access Memory
RCS Remote Control System
rms Root Mean Square
RS422 Recommended Standard (interface standard)
s Second
SCL Single Control Lever (mode)
SDAF Shut Down Air Flap
SISY Sicherheitssystem, safety system
SP Spare Part
STn Connector designation
T Temperature
U Voltage
![Page 10: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/10.jpg)
GuidePage VIFRIEDRICHSHAFEN
E 531 932 / 00 E– 02.2000 –
Abbreviations (cont.)
Ub Ship’s voltage (+24 V)
Ubext/B External ship’s voltage, Backup, emergency supply (+24 V)
Ubext/M External ship’s voltage, Main, main supply (+24 V)
UEXT External voltage
UIn Input voltage
UInmax Maximum input voltage
UOut Output voltage
USet Set voltage
V Volt
VCC Operating voltage
VDC Voltage Direct Current
Vpp Voltage value peak – peak
W x H x D Width x Height x Depth
xpp Vibration test deflection, peak – peak value
![Page 11: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/11.jpg)
Guide Page VIIFRIEDRICHSHAFEN
E 531 932 / 00 E – 02.2000 –
General information about documentation
Documentation structure
DocumentationPart
Title/contents Target group
1 Structure and function Operating personnel, plant personnel
2 Operation Operating personnel
3 Maintenance and repair(Plant personnel)
Operating personnel, plant personnel
4 Maintenance and repair(Service personnel)
Electronics service personnelfamiliar with the plant
5 Illustratedparts catalog
Operating, service and logistics personnel
6 Order-specific adaptation
Electronics service personnel
7 Installation Electromechanical specialists
Note: Not all documentation parts are written for every product!
Required knowledge
To understand each part of the documentation, we recommend reading the precedingparts, if applicable.
Reference numbers and reference lines
Details in figures are provided with reference numbers and reference lines if necessary.
If reference is made in the text to a detail provided with a reference number, the figurenumber and, separated by an oblique, the reference number of the detail are written inbrackets. Example: (5/2) means fig. 5, reference number 2.
A point at the end of the reference line means that the detail is visible in the figure. An arrow at the end of the reference line indicates that the detail cannot beseen in the figure.
![Page 12: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/12.jpg)
GuidePage VIIIFRIEDRICHSHAFEN
E 531 932 / 00 E– 02.2000 –
Symbols
Refer to other MTU manuals for more information.
Note: Provides additional information for reasons of clarity (e.g. when the subject isaddressed by way of example only).
� Fig. X Refer to fig. X for more information (cross-reference to a figure).
![Page 13: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/13.jpg)
OverviewChapter 1
Page 1FRIEDRICHSHAFEN
E 531 932 / 00 E – 02.2000 –
Chapter 1
Overview
![Page 14: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/14.jpg)
Chapter 1
2PageOverview
FRIEDRICHSHAFEN
E 531 932 / 00 E– 02.2000 –
1 Overview
Quality� Software quality assurance
� Type-approved devices
� ISO 9001
� EMC
� CE certification
Technology� High-quality components
� Hierarchical plant structure
� Modular sub-system structure
� Easily upgraded
� High processing speed
� Integral user information system
Logistics� Few basic components
� Reduced spare parts stock-keeping
� Straightforward maintenance
� Substantially reduced trainingrequirements
Reliability� Self-test system ITS
� Redundant field bus system
� Distributed intelligence
� FMEA
� High availability
characteristicsECS-5
Fig. 1 : ECS-5: Characteristics
ECS-5
� Stands for “Engine Control System 5th generation” – The engine managementsystem
� Is the name of MTU’s latest propulsion control system
� Is designed as an integral part of the MTU automation system
� Is suitable for simple and complex applications thanks to the consistant use ofmodular system structures
Automated propulsion systems can be realized cost-effectively with ECS-5 – from simpleyacht propulsion plants right up to sophisticated multiple shaft systems. Even complexpropulsion systems can be realized using just a few standardized modules.
ECS-5 is used in conjunction with MTU/DDC series 4000 engines, DDC/MTU series 2000engines and others.
![Page 15: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/15.jpg)
OverviewChapter 1
Page 3FRIEDRICHSHAFEN
E 531 932 / 00 E – 02.2000 –
1.1 Possible applications of Engine Control System ECS-5
PlantSensors Actuators
Acquisition Control
Propulsion Control SystemECS-5
DisplayOperator inputs Alarms
OperatorUser
Engine
Marine propulsion plants Power units
Fig. 2 : Possible applications of ECS-5
The Engine Control System can be used in the following marine applications:
� Marine propulsion plant comprising– Engine
– Gear– Propulsion system
(Waterjet, Fixed Pitch Propeller, Controllable Pitch Propeller or Voith-Schneider)
� Power units (engine)
This interface documentation is concerned with marine propulsion plant applications inconjunction with the two engine series mentioned (DDC/MTU series 2000 and MTU/DDCseries 4000). The manual also explains the interfaces to monitoring and control systemsand remote control systems produced by other manufacturers.
The manual also provides electrical data for the various interfaces.
![Page 16: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/16.jpg)
Chapter 1
4PageOverview
FRIEDRICHSHAFEN
E 531 932 / 00 E– 02.2000 –
1.2 Adaptation of the Monitoring and Control System and Remote ControlSystem to Engine Control System ECS-5
MCS-5 RCS-5
ECS-5
Monitoring andcontrol systemproduced by
othermanufacturers
Remote controlsystem
produced byother
manufacturers
Either Or Either Or
Engine
Gear
Fig. 3 : Adaptation of the Monitoring and Control System and Remote Control System to Engine Con-trol System ECS-5
Engine Control System ECS-5 interacts with other MTU systems:
� RCS-5
Remote Control System for marine propulsion plants:Can be used with all common propulsion concepts (waterjet or propeller)
� MCS-5
Monitoring and Control System including process visualization:User interface for monitoring and controlling the entire system
Systems produced by other manufacturers can also be adapted to Engine Control SystemECS-5 as an alternative to the MTU systems RCS-5 and MCS-5. If such other systemsare to be used for remote control and/or monitoring, all the connections between thesesystems and the ECS-5 must be established in accordance with this manual.
![Page 17: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/17.jpg)
OverviewChapter 1
Page 5FRIEDRICHSHAFEN
E 531 932 / 00 E – 02.2000 –
In the case of connections established by serial interfaces, the data protocols and inter-face specifications are explained in separate manuals. Cross-references to these manualsare provided at the appropriate points in this manual.
The assemblies of Engine Control System ECS-5 for marine propulsion plants are locatedin the engine room. One such Engine Control System ECS-5 is used for each propulsionline. On ships equipped with a symmetrical twin-shaft arrangement (port and starboardpropulsion line), the two associated ECS-5 Engine Control Systems are identical. Assem-blies used for monitoring and/or remote control should also be of symmetrical design insuch cases. In this case, both ECS-5 Engine Control Systems are connected in the samemanner. If an engine is provided in the middle, the configuration of its Engine ControlSystem ECS-5 may vary from the systems of the lateral engines. Connection to existingassemblies of the monitoring and control system and remote control system may alsovary.
ÉÉÉÉÉÉÉÉ
PIMs
ÁÁÁÁÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
ÁÁÁÁÁ
ÂÂÂÂÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
GCU/GMU
ECUEMU
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
Monitoring and control system
ÁÁÁÁÁÁÁÁÁ
ÁÁÁÁ
LOP
StarboardPort
Serial and parallel connectionsto the individual assemblies
ÁÁÁÁÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÂÂÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
ECUEMU
ÁÁÁÁÁÁÁ
ÁÁ
LOPGCU/GMU
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
Remote control system
Parallel connections to theindividual assemblies
ÉÉÉÉÉÉ
PIMs
Fig. 4 : Configuration for a twin-shaft plant
![Page 18: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/18.jpg)
Chapter 1
6PageOverview
FRIEDRICHSHAFEN
E 531 932 / 00 E– 02.2000 –
Fig. 4 is a schematic representation illustrating the integration of Engine Control SystemECS-5 in a twin-shaft propulsion plant including a remote control system and monitoringand control system. Those assemblies with interfaces to such systems produced by othermanufacturers are hatched in fig. 4.
The scope of Engine Control System ECS-5 is framed in the figure. The connections bet-ween Engine Control System ECS-5 and the monitoring and control system and/or the re-mote control system may be realized by serial data lines and parallel connections (depen-ding on the type and design of the system being connected).
![Page 19: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/19.jpg)
OverviewChapter 1
Page 7FRIEDRICHSHAFEN
E 531 932 / 00 E – 02.2000 –
1.3 Engine Control System ECS-5 with interfaces for monitoring and controlsystems and remote control systems produced by other manufacturers
ECU 4GCU 1
LOP 1
Alarmhorn
Alarmbeacon
Additionalsensors(option)
PCS field bus
Parallel-connectedsignals of a
remote control system
ConversionField bus (CAN) toRS422 interface
Parallel inputsand outputs for
display units andcontrols
Emergency supplyMain supply
Speed setting
Clu
tch
com
man
ds
PIMPIM
E.g. emergency
GearPropeller
Feedback
Fee
dbac
k
stop
Fig. 5 : Engine Control System ECS-5, monitoring I, with interfaces
The interfaces for monitoring and control systems and remote control systems producedby other manufacturers are realized in three different ways:
� Speed setting and clutch control signals can be supplied to and feedbacktapped at Local Operating Panel LOP 1 and Gear Control Unit GCU 1 or GCU/GMU 1 of Engine Control System ECS-5 directly.
� Converting the field bus (CAN) to an RS422 interface makes it possible to con-nect a monitoring and control system equipped with a serial interface (MCS-5standard protocol).
![Page 20: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/20.jpg)
Chapter 1
8PageOverview
FRIEDRICHSHAFEN
E 531 932 / 00 E– 02.2000 –
� Parallel signals to control analog displays are available via a PIM. Furthermore,pushbuttons and signal lamps can also be connected to facilitate engine control(e.g. start, stop). The on/off switch and the emergency stop pushbutton aredirectly wired to Local Operating Panel LOP 1.
These interfaces are available for all configurations (monitoring I, monitoring II, DDC/MTUseries 2000, MTU/DDC series 4000) of Engine Control System ECS-5.Only the range of measuring points on the RS422 serial interface varies. Reference ismade at the appropriate points.
1.4 Assemblies of Engine Control System ECS-5
The assemblies of Engine Control System ECS-5 can be divided into three categories:
� Engine assemblies
This refers to all assemblies directly related to engine control and monitoring.
� Superordinate assemblies
A number of assemblies have essential functions or provide functions whichmay be used for various units; these assemblies represent a higher level in thehierarchy than the propulsion plant itself (engine, gear). These are primarily:– Local Operating Panel LOP 1– Dialog unit
In conjunction with engine control system ECS-5, additional electronic assemblies are pro-vided for a gear:
� Gear assemblies
These assemblies are used to monitor and control all functions of the gear(including the clutch).
The adaptation of systems produced by other manufacturers to these assemblies isexplained in the chapters which follow.
![Page 21: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/21.jpg)
External MCSChapter 2
Page 9FRIEDRICHSHAFEN
E 531 932 / 00 E – 02.2000 –
Chapter 2
Connection ofmonitoring and control systems
produced by other manufacturers
![Page 22: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/22.jpg)
Chapter 2
10PageExternal MCS
FRIEDRICHSHAFEN
E 531 932 / 00 E– 02.2000 –
2 Connection of monitoring and control systems produced byother manufacturers
Local OperatingPanelLOP 1
GearControl Unit
GCU
PeripheralInterfaceModulePIM 2
Monitoring and controlsystem produced by other
manufacturers
Field bus***
Par
alle
l sig
nals
engi
ne, g
ear
Par
alle
l sig
nals
gene
ral
Ser
ial i
nter
face
engi
ne, g
ear
EngineControl
UnitECU
EngineMonitor-ing Unit
EMU*
gene
ral
PeripheralInterfaceModulePIM 1
GearMonitoring Unit
GMU*
MTU cableMTU cable
MTU cable
Field bus***
MTU cable
Supply voltage** Supply voltage**
Fig. 6 : Block circuit diagram “Connection of a monitoring and control system”
The connections to an external monitoring and control system are established by terminalstrips in the following three assemblies:
� Local Operating Panel LOP 1
� Peripheral Interface Module PIM 1
� Peripheral Interface Module PIM 2
Assemblies marked * are optional extensions which have no effect on hardware cabling.Connections represented by a thick line are established by cables supplied by MTU withfixed (coded) connectors).
Note: Connections marked ** (supply voltage) are explained in chapter 4.Connections marked *** (field bus) are explained in chapter 5.
![Page 23: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/23.jpg)
External MCSChapter 2
Page 11FRIEDRICHSHAFEN
E 531 932 / 00 E – 02.2000 –
2.1 Interfaces to the monitoring and control system at Peripheral InterfaceModule PIM 2
2.1.1 General information about Peripheral Interface Module PIM 2
Fig. 7 : Peripheral Interface Module PIM 2 – parallel interface
Engine Control System ECS-5 provides the binary inputs and outputs listed below for star-ting, stopping and emergency stopping the engine from the main control station and theauxiliary control stations (if applicable).
Peripheral Interface Module PIM 2 facilitates direct parallel connection of controls and dis-plays.
Note: The emergency stop signal is an exception. It must be directly wired to LocalOperating Panel LOP in parallel for reasons of safety (see chap. 2.4.1.1).
2 signal lamps and 3 luminous pushbuttons are required for each control station. Theseare supplied by the Yard (signal lamps and pushbuttons on several control stations mustbe connected in parallel – check electrical data).
![Page 24: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/24.jpg)
Chapter 2
12PageExternal MCS
FRIEDRICHSHAFEN
E 531 932 / 00 E– 02.2000 –
Peripheral Interface Module PIM 2 is supplied separately. It incorporates the followingprinted circuit boards:
� Printed circuit board MPU 23 (together with an interface extension CCB 1 forthe second CAN interface)
� Printed circuit board IIB 1
� Printed circuit board INB 2
� Printed circuit board BOB 3
The following Monitoring and Control System assemblies are connected to PeripheralInterface Module PIM 2:
� Pushbuttons for starting and stopping the engine
� Various lamps for indicating a range of operating data (LEDs or incandescent lamps)
� Analog display instruments
These are connected directly to the screw terminals of the Peripheral Interface ModulePIM 1 with the equipment identifier tag =37.x.1+A301–A108.
![Page 25: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/25.jpg)
External MCSChapter 2
Page 13FRIEDRICHSHAFEN
E 531 932 / 00 E – 02.2000 –
2.1.2 Binary inputs
The following connections must be established for the binary inputs:
Terminals Type Electrical data Comments
A108-201Binary input
HUInmax < 36 VDC
START pushbuttonAny number of pushbuttons can be
A108-202Binary input
L
UInmax < 36 VDCIIn � 4 mA
Any number of ushbuttons can beconnected. The contacts must beconnected in parallel in this case.
A108-203Binary input
HUInmax < 36 VDC
STOP pushbuttonAny number of pushbuttons can be
A108-204Binary input
L
UInmax < 36 VDCIIn � 4 mA
Any number of ushbuttons can beconnected. The contacts must beconnected in parallel in this case.
201
202
Binary channel 1
1
2
COB
IIB 1
+Ub
GND
STARTMain control
station
START1st auxiliary
control station
=37.x.1+A301–A108
Ue
START2nd auxiliary
control station
Fig. 8 : Example: Binary channel START circuit
Note: An input voltage of UIn � 4 VDC is interpreted as being “OFF”, an input voltageof UIn � 8 VDC corresponds to “ON”.
The binary inputs (+Ub and GND) can be supplied either by an external voltageor a voltage from Local Operating Panel LOP 1 (PIM supply).
A start and stop command is also possible via a serial interface. The signallamps (see chap. 2.1.3) then have the same function.
![Page 26: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/26.jpg)
Chapter 2
14PageExternal MCS
FRIEDRICHSHAFEN
E 531 932 / 00 E– 02.2000 –
2.1.3 Binary outputs
A total of six different signal lamps can be connected to display the various operatingstates:
� Signal lamp READYWhen this signal lamp is lit the appropriate luminous switch has been pressedon the Local Operating Panel to signal that the engine is ready for operation.
� Signal lamp REMOTEWhen this signal lamp is lit Local mode has been switched off at the LocalOperating Panel. This renders the START and STOP pushbuttons active forRemote control at the control stations. This signal lamp flashes until EngineControl Unit ECU or Gear Control Unit GCU has been switched over to Remotemode.
� Signal lamp START (in luminous pushbutton START)The engine can only be started when the signal lamps READY and REMOTEare lit (steady). Furthermore, the starting requirements must be fulfilled (seeLOP documentation).The signal lamp remains on until the start sequence has been completed, i.e.when the engine is running up. It goes out when the engine has reached idlingspeed.
� Signal lamp STOP (in luminous pushbutton STOP)Engine stopping is only possible when the signal lamp REMOTE is lit (steady).The signal lamp is switched on after stopping has been tripped (manually orautomatically) and remains lit as long as the stop signal is active (the safetysystem must be reset in the case of an automatic stop).
� Signal lamp EMERGENCY STOP (in luminous pushbutton EMERGENCYSTOP)The signal lamp is switched on after an emergency stop has been tripped(manually or automatically) and remains lit as long as an emergency stopsignal is applied (safety system must be reset).
� Signal ENGINE RUNNINGThe transistor output is switched on when the engine has reached idling speed.The signal can be used for a signal lamp or an external operating hours counter(Yard supply).
![Page 27: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/27.jpg)
External MCSChapter 2
Page 15FRIEDRICHSHAFEN
E 531 932 / 00 E – 02.2000 –
The following connections must be established for the binary outputs:
Terminals Type Electrical data Comments
A108-401 Binary output, switches toground Imax = 250 mA Signal lamp READY
A108-402 Binary output, switches toground Imax = 250 mA Signal lamp REMOTE
A108-403 Binary output, switches toground Imax = 250 mA Signal lamp START
(e.g. lamp in “START” pushbutton)
A108-404 Binary output, switches toground Imax = 250 mA Signal lamp STOP
(e.g. lamp in “STOP” pushbutton)
A108-405 Binary output, switches toground Imax = 250 mA
Signal lamp EMERGENCY STOP(e.g. lamp in “EMERGENCY STOP”pushbutton)
A108-406 Binary output, switches toground Imax = 250 mA Signal lamp ENGINE RUNNING or
operating hours counter
415
Module housing with BOB 3
COB
BOB 3
416
401
F1
3.15 A+UEXT
GND(+UEXT)
=37.x.1+A301–A108
READYlamp
Main controlstation
READYlamp
1st auxiliarycontrolstation
READYlamp
2nd auxiliarycontrolstation
+Ub
Fig. 9 : Example: READY output circuit
Note: An operating hours counter can be connected to terminal 406 in place of (or in addition to) the ENGINE RUNNING signal lamp (check maximum loadaccording to table above!).All the signals mentioned above are also available via the serial interface.
Signal lamp dimming
If signal lamps are to be dimmed, the +UEXT voltage must be adjusted by a dimming unitprovided by the Yard. This voltage, however, must be referenced to the supply voltage ofthe PIM (GND). The voltage at terminal 415 must not be connected to the external supplyvoltage “+UEXT for signal lamps”. The voltage at this terminal must always correspond tothe operating voltage “+Ub” (PIM supply) (see chap. 4.1.3).
![Page 28: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/28.jpg)
Chapter 2
16PageExternal MCS
FRIEDRICHSHAFEN
E 531 932 / 00 E– 02.2000 –
2.1.4 Analog outputs
Engine Control System ECS-5 provides the analog output signals (0 VDC ... 10 VDC)listed below to display vital operating values.
One display unit for each operating value can be connected at each control station. TheYard supplies (or MTU depending on the order). Display units on several control stationsmust be connected in parallel. Check the electrical data of the outputs.
The Yard must supply a dimmer unit to regulate display unit illumination.
The following connections must be established for the analog outputs:
Terminals Type Electrical data Comments
A108-209Analog output
+ 0 V ... 10 V Display instrumentENGINE SPEED
A108-210Analog output
GND
0 V ... 10 VImax � 5 mA ENGINE SPEED
Scale: *Dependent on engine type
A108-211Analog output
+ 0 V ... 10 V Display instrument LUBE OIL PRESSURE
A108-212Analog output
GND
0 V ... 10 VImax � 5 mA LUBE OIL PRESSURE
Scale: 0 bar ... 10 bar
A108-213Analog output
+ 0 V ... 10 V Display instrument COOLANT TEMPERATURE
A108-214Analog output
GND
0 V ... 10 VImax � 5 mA COOLANT TEMPERATURE
Scale: 0 °C ... 120 °C
A108-303Analog output
+ 0 V ... 10 V Display instrument SHAFT SPEED (option)
A108-302Analog output
GND
0 V ... 10 VImax � 4 mA SHAFT SPEED (option)
Scale: Dependent on gear type
A108-304Analog output
+ 0 V ... 10 V Display instrument GEAR CONTROL OIL PRESSURE
A108-306Analog output
GND
0 V ... 10 VImax � 4 mA GEAR CONTROL OIL PRESSURE
Scale: 0 bar ... 30 bar
A108-309Analog output
+ 0 V ... 10 V Display instrument GEAR OIL TEMPERATURE
A108-308Analog output
GND
0 V ... 10 VImax � 4 mA GEAR OIL TEMPERATURE
Scale: 0 °C ... 120 °C
* Standard values for the ENGINE SPEED display instrument of the various types of engine are(see engine measuring point list):
8/12/16 V 2000 M60 0 rpm ... 2200 rpm 8/12/16 V 4000 M60 + M60R 0 rpm ... 2200 rpm8/12/16 V 2000 M70 0 rpm ... 2500 rpm 8/12/16 V 4000 M70 0 rpm ... 2500 rpm8/12/16 V 2000 M80 0 rpm ... 2500 rpm 8/12/16 V 4000 M80 0 rpm ... 2500 rpm8/12/16 V 2000 M90 0 rpm ... 3000 rpm 8/12/16 V 4000 M90 0 rpm ... 2500 rpm12 V 2000 M91 0 rpm ... 3000 rpm
![Page 29: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/29.jpg)
External MCSChapter 2
Page 17FRIEDRICHSHAFEN
E 531 932 / 00 E – 02.2000 –
210
IIB 1
V
209
COB
0 VDC … 10 VDC
=37.x.1+A301–A108
V V
ENGINESPEED
instrumentMain control
station
ENGINESPEED
instrument1st auxiliary
control station
ENGINESPEED
instrument2nd auxiliary
control station
Fig. 10 : Example: ENGINE SPEED instrument connection
Note: Gear control oil pressure and gear oil temperature:These output signals are only available when measuring sensors are providedon the gear. Refer to the relevant gear measuring point list for information.
The shaft speed can also be displayed as an option (only in conjunction withEngine Control System ECS-5, monitoring II and when measuring sensors areprovided on the gear). Output signal normalization depends on the type ofengine and gear (rated engine speed and gear transmission ratio). Adjustmentmust be made on an order-dependent basis (see gear measuring point lists).0 VDC ... 10 VDC are output on reduction gears, polarity is reversed on rever-sing gears (ahead: 0 VDC ... 10 VDC, astern: 0 VDC ... –10 VDC).
All the signals mentioned above are also available via the serial interface.
![Page 30: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/30.jpg)
Chapter 2
18PageExternal MCS
FRIEDRICHSHAFEN
E 531 932 / 00 E– 02.2000 –
2.2 Interface to the monitoring and control system via a serial interface
2.2.1 General information about serial interface PIM 1
Fig. 11 : Peripheral Interface Module PIM 1 – serial interface
Peripheral Interface Module PIM 1 establishes a serial connection between the redundantECS-5 field bus and a serial RS422 interface.
This allows access of a monitoring and control computer to process data of Engine Con-trol System ECS-5. Furthermore, the corresponding command data can be placed on thebus. This facilitates software-controlled operation of Engine Control System ECS-5.
Peripheral Interface Module PIM 1 is supplied separately. It incorporates a specially pro-grammed MPU 23 printed circuit board (together with an interface extension CCB 1 for thesecond CAN interface) and one SCB 3 printed circuit board for interface conversion toRS422.
![Page 31: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/31.jpg)
External MCSChapter 2
Page 19FRIEDRICHSHAFEN
E 531 932 / 00 E – 02.2000 –
2.2.2 Connection of monitoring and control assemblies
The following components are directly connected to Peripheral Interface Module PIM 1:
� Serial RS422 interface of the system produced by another manufacturer
The connection is established directly at the screw terminals of the Peripheral InterfaceModule PIM 1 with the equipment identifier tag =37.X.1+A301–A109.
The following connections must be established:
Terminals Type Electrical data Comments
A109-201 RS422 O1 Interface is electrically-isolated –
A109-203 RS422 O2 Interface is electrically-isolated –
A109-207 RS422 I1 Interface is electrically-isolated –
A109-209 RS422 I2 Interface is electrically-isolated –
Data transmission
Bit-serial In accordance with the RS422 standardBaud rate 1.2 kbd to 19.2 kbdElectrical isolation By optocoupler
Reference documentation:The following documents contain information on data protocols and transmis-sion protocols:
Transmission protocol for both series:The data protocol described in document no. E 531 652 is used for data trans-mission via the serial RS422 interface.
Data protocol for series 2000:“ECS-5 interface description, measuring points on DDC/MTU series 2000”, Docu-mentation Part 1, document no. E 531 934
Data protocol for series 4000:“ECS-5 interface description, measuring points on DDC/MTU series 4000”, Docu-mentation Part 1, document no. E 531 935
![Page 32: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/32.jpg)
Chapter 2
20PageExternal MCS
FRIEDRICHSHAFEN
E 531 932 / 00 E– 02.2000 –
Note: The standard wiring diagram shows an unshielded cable as it is assumed thatthe Peripheral Interface Module PIM 1 is located in the immediate vicinity of themonitoring computer (in the same console or housing).
It is recommended to use a shielded cable as a data line for connections overlonger distances to improve the signal-to-noise ratio. The shielding must beconnected to ground on the appropriate system on one side only. Terminal 205on the PIM 1 =37.X.1+A301–A109 can be used for this (see fig. 12).
I1207
Module housing with SCB 3
Transmission channel 1
COB
SCB 3
I2
O1
O2
209
201
203
205
O1
O2
I1
I2
Monitoringcomputer
RS422
Fig. 12 : Example: Connection of a monitoring computer
![Page 33: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/33.jpg)
External MCSChapter 2
Page 21FRIEDRICHSHAFEN
E 531 932 / 00 E – 02.2000 –
2.3 Interfaces to the monitoring and control system at Local Operating PanelLOP 1
The following components and signals which can be assigned to a monitoring and controlsystem are connected directly at Local Operating Panel LOP 1:
� Emergency stop pushbutton
� Safety system override pushbutton
This assembly is directly connected to the Peripheral Interface Module PIM withequipment identifier tag =21.X+A001–A020.
� Combined alarm active output
This assembly is directly connected to the Peripheral Interface Module PIM withequipment identifier tag =21.X+A001–A010.
� Combined alarm acknowledge pushbutton
This assembly is directly connected to the Peripheral Interface Module PIM withequipment identifier tag =21.X+A001–A010.
2.4 General information about Local Operating Panel LOP 1
Reference documentation:A separate manual entitled “Local Operating Panel Type LOP 1, MTU/DDCseries 4000 and DDC/MTU series 2000, Marine applications”, DocumentationPart 1 provides a detailed description of the entire assembly and all its func-tions.
![Page 34: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/34.jpg)
Chapter 2
22PageExternal MCS
FRIEDRICHSHAFEN
E 531 932 / 00 E– 02.2000 –
2.4.1 Connection of monitoring and control assemblies
The interfaces on the Local Operating Panel and their proper connection are presentedbelow.
2.4.1.1 Emergency stop
Terminals Type Electrical data Comments
Emergency stop pushbutton input
X010-61 Contact COM Min. contact loading: 1 A/250 V Any number of push-buttons can be connec-ted The contacts must
X010-11 Contact NO Min. contact loading: 1 A/250 Vted. The contacts mustbe connected in parallelin this case.
Feedback is received in parallel via Peripheral Interface Module PIM 2 (see chap. 2.1.3).
LOP 1
EMERGENCY STOP (at 2nd auxiliary control station)
=21.X+A001–X01011 611098 60 62 63
EMERGENCY STOP (at 1st auxiliary control station)
EMERGENCY STOP (at main control station)
+24
VD
CU
_EM
ER
G.
RE
LIN
(H
)
Fig. 13 : “EMERGENCY STOP pushbutton” connection
![Page 35: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/35.jpg)
External MCSChapter 2
Page 23FRIEDRICHSHAFEN
E 531 932 / 00 E – 02.2000 –
2.4.1.2 Safety system override
Activating the “Safety system override” function by the monitoring and control system pro-duced by another manufacturer at the main control station is only possible via the serialinterface as only this interface provides all the requisite information (individual alarms).
The Local Operating Panel provides an additional floating binary input for an externalpushbutton. The “Safety system override” function is activated via this pushbutton asfollows:
� 1st actuation: SAFETY SYSTEM OVERRIDE ON
� 2nd actuation: SAFETY SYSTEM OVERRIDE OFF
Feedback is only possible via the serial RS422 interface (PIM 1).
Note: The “Safety system override” function prevents automatic engine stopping. Thismay be important in cases where manoeuvrability takes precedence overpotential damage to the engine or gear. Stop commands from the engine moni-toring and control system or gear monitoring and control system are not execu-ted as long as the “Safety system override” function is activated.
When the engine is started with the “Safety system override” function activated, the startinterlocks “Gear not neutral” and “SDAF closed” are bypassed.
The manual stop function (stop pushbuttons) and the emergency stop function (emer-gency stop pushbuttons, overspeeding) remain uneffected by the “Safety system override”feature.
![Page 36: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/36.jpg)
Chapter 2
24PageExternal MCS
FRIEDRICHSHAFEN
E 531 932 / 00 E– 02.2000 –
Terminals Type Electrical data Comments
Safety system override pushbutton input
A020-405 Optocoupler H Switches to +24 VDC at terminal 405(constant input current of approx. 4 mA)
Any number of push-buttons can be connec-ted The contacts must
A020-406 Optocoupler L Applies terminal 406 to groundted. The contacts mustbe connected in paralleli thi
X010-60 +24 VDC supply Max. 0.1 Ain this case.
X010-10 GND supply
Note: An external voltage of up to +24 VDC can be supplied to the two terminals(A020-405 and A020-406) to activate the “Safety system override” function asan alternative to connection of a pushbutton as shown in fig. 14.
LOP 1
SISY OVERRIDE(at 2nd auxiliary control station)
=21.X+A001–X01060
406
405
SISY OVERRIDE(at 1st auxiliary control station)
SISY OVERRIDE (at main control station)
+24
VD
CM
CS
2_24
V
10
GN
D
=21.X+A001–A020
OC
IN(H
)O
CIN
(L)
Terminals on PIM A020in the LOP
Fig. 14 : “SAFETY SYSTEM OVERRIDE pushbutton” connection
![Page 37: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/37.jpg)
External MCSChapter 2
Page 25FRIEDRICHSHAFEN
E 531 932 / 00 E – 02.2000 –
2.4.1.3 Combined alarm and acknowledgement
Individual alarms and status messages are only transmitted on the serial interface formonitoring and control systems produced by other manufacturers. Combined alarms andtheir acknowledgement via parallel signals from the main control station are not foreseen.
Individual alarms can be acknowledged at the Local Operating Panel by pressing lumi-nous pushbutton “ALARM ACKNOWLEDGEMENT”.
The Local Operating Panel provides an additional binary input for connection of an exter-nal acknowledgement pushbutton for “LOP combined alarm”.
After an automatic engine stop by the safety system or emergency engine stop, the safetysystem must be reset as follows by pressing luminous pushbutton “ALARM ACKNOW-LEDGE” or the external “LOP combined alarm” pushbutton:
� 1st actuation: Horn and/or beacon are switched off (depending on equipment).
� 2nd actuation:Alarm acknowledgement and safety system resetThe engine can only be restarted after pressing this pushbutton twice.
The Local Operating Panel provides a floating relay output (changeover contact) for theconnection of a signal lamp for “LOP combined alarm” or for processing within a superor-dinate combined alarm system.
� First alarmThe contact becomes active and remains active as long as the alarm is applied.On receiving a new alarm, the contact drops for approx. 1 s and then switchesback to active.
� The contact returns to its initial state when no alarm is applied.
![Page 38: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/38.jpg)
Chapter 2
26PageExternal MCS
FRIEDRICHSHAFEN
E 531 932 / 00 E– 02.2000 –
Terminals Type Electrical data Comments
Combined alarm acknowledgement pushbutton input
A010-215 Optocoupler H Pushbutton to +24 VDC at terminal 215 Any number of push-buttons can be connec
A010-216 Optocoupler L Applies terminal 216 to groundbuttons can be connec-ted. The contacts mustbe connected in parallel
X010-66 +24 VDC supply Max. 0.1 Abe connected in parallelin this case.
X010-16 GND supply
Combined alarm active output
A010-207 Contact NC Contact loading: 24 VDC, max. 50 W,max switching current: 2 A
Connection of a horn orbeacon (floating con
A010-208 Contact NOmax. switching current: 2 A beacon (floating con-
tact) or superordinatecombined alarm
A010-209 Contact COMcombined alarmsystem.
X010-65 +24 VDC supply Max. 0.1 A
y
X010-15 GND supply
Note: An external voltage of up to +24 VDC can be supplied to the two terminals(A010-215 and A010-216) to activate the “LOP combined alarm” acknowledge-ment function as an alternative to connecting a pushbutton as shown in fig. 15.
LOP 1
LOP COMBINED ALARM ACKNOWLEDGEMENT(at 2nd auxiliary control station)
=21.X+A001–X01066
216
215
LOP COMBINED ALARM ACKNOWLEDGEMENT(at 1st auxiliary control station)
LOP COMBINED ALARM ACKNOWLEDGEMENT(at main control station)
+24
VD
CLO
P_2
4V
16
GN
D
=21.X+A001–A010
OC
IN(H
)O
CIN
(L)
Terminals of PIM A010in the LOP
Fig. 15 : “LOP COMBINED ALARM ACKNOWLEDGEMENT pushbutton” connection
![Page 39: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/39.jpg)
External MCSChapter 2
Page 27FRIEDRICHSHAFEN
E 531 932 / 00 E – 02.2000 –
The relay output for “LOP combined alarm” feedback can be used in two ways:
� Floating output (see fig. 16, example shows the use of an external supplyvoltage +UEXT)
� Output of a voltage at MTU potential (see fig. 17, example shows the use of anexternal signal lamp on the MTU voltage LOP_24V). Check maximum loadingin accordance with the table above.
LOP 1
=21.X+A001–X01065 207
208
+24
VD
CLO
P_2
4V
16
GN
D
=21.X+A001–A010
CO
MN
O
Terminals of PIM A010in the LOP20
9
NC
Externalsupply voltage
“LOP combined alarm” active
“LOP combined alarm” not active
Externalsupply voltage GNDGND
+UEXT
Fig. 16 : Connection of the “LOP combined alarm”, example “floating”
LOP 1
=21.X+A001–X01065 207
208
+24
VD
CLO
P_2
4V
16
GN
D
=21.X+A001–A010
CO
MN
O
Terminals of PIM A010in the LOP20
9
NC
“LOP combined alarm” active
“LOP combined alarm” not active
Fig. 17 : Connection of the “LOP combined alarm” relay output, example “MTU potential”
![Page 40: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/40.jpg)
Chapter 2
28PageExternal MCS
FRIEDRICHSHAFEN
E 531 932 / 00 E– 02.2000 –
(This page intentionally blank)
![Page 41: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/41.jpg)
External RCSChapter 3
Page 29FRIEDRICHSHAFEN
E 531 932 / 00 E – 02.2000 –
Chapter 3
Connection of remote control systems
produced by other manufacturers
![Page 42: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/42.jpg)
Chapter 3
30PageExternal RCS
FRIEDRICHSHAFEN
E 531 932 / 00 E– 02.2000 –
3 Connection of remote control systems produced by othermanufacturers
Local Operating Panel
LOP 1
GearControl Unit
GCU
Remote control systemproduced by other
manufacturers
Par
alle
l sig
nals
gear
Par
alle
l sig
nals
engi
ne
EngineControl
UnitECU
EngineMonitor-ing Unit
EMU*
GearMonitoring Unit
GMU*
MTU cableMTU cable
MTU cable
gene
ral
MTU cable
Fig. 18 : Block circuit diagram “Connection of a remote control system”
The connections to an external remote control system are established by terminal strips inthe following two assemblies:
� Local Operating Panel LOP 1
� Gear Control Unit GCU orGear Control and Monitoring Unit GCU/GMU
Assemblies marked with * are optional extensions which have no effect on hardwarecabling. Connections represented by a thick line are established by cables supplied byMTU with fixed (coded) connectors.
![Page 43: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/43.jpg)
External RCSChapter 3
Page 31FRIEDRICHSHAFEN
E 531 932 / 00 E – 02.2000 –
3.1 Remote control interfaces on Gear Control Unit GCU
The following components and signals which can be assigned to a remote control systemare directly connected at Gear Control Unit GCU
� Activation of solenoid valves on the gear
� Disengage setting, Local mode active
� “Engage” speed window
� Clutch state feedback
3.1.1 General information about Gear Control Unit GCU
Reference documentation:“Gear Control Unit GCU”, Documentation parts 1 – 5, document no. E 531 689contains a detailed description of the entire assembly and all its functions.Refer to “Gear Control and Monitoring Unit GCU/GMU”, Documentation Parts1 – 5, document no. E 531 690 if the “Gear Control and Monitoring UnitGCU/GMU” is used.
3.1.2 Connection of control assemblies
The interfaces on Gear Control Unit GCU and their proper connection are presentedbelow.
![Page 44: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/44.jpg)
Chapter 3
32PageExternal RCS
FRIEDRICHSHAFEN
E 531 932 / 00 E– 02.2000 –
3.1.2.1 Binary inputs
Clutch control
The type of clutch control connection depends on propulsion plant design:
� Reversing gear with Fixed Pitch Propeller FPP (see fig. 19)
� Reduction gear for Controllable Pitch Propeller CPP and Waterjet WJ (see fig. 20)
� Reversing gear for Waterjet WJ with backflush feature (see fig. 21)
In Local mode, the clutch settings from the control system are directly switched through tothe solenoid valves on the gear via the relay contacts in the GCU without GCU control.
Contact loading of all relays therefore depends on the valves on the gear, but must be atleast 24 VDC/3 A. Valve supply via the GCU is possible up to a total current of 2 A.
Note: The switching function of the external relays is only represented schematically.
The terminals used for clutch control are assigned as follows:
Terminals Type Electrical data Comments
Clutch control inputs
A030-604 Contact NCRelay contact to +24 VDC at terminal 604(input current depends on valves on gear,max. 2 A)
Engage astern
A030-607 Contact NC +24 VDC to terminal 607 (input currentdepends on valves on gear, max. 2 A) Disengage enable
A030-610 Contact NCRelay contact to +24 VDC at terminal 607(input current depends on valves on gear,max. 2 A)
Neutral or disengage
A030-613 Contact NCRelay contact to +24 VDC at terminal 613(input current depends on valves on gear,max. 2 A)
Engage ahead orengage
A030-411 +24 VDC Supply for clutch control contacts (max. 2 A)
Note: Remote control system clutch settings are executed immediately after switchingthe systems on and changing over to Remote mode. In these cases, the clutchsetting must be NEUTRAL or OFF for this reason. The GCU provides a Localmode relay contact (see chap. 3.1.2.2) for resetting the clutch to NEUTRAL orOFF on changing over to Local mode.
![Page 45: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/45.jpg)
External RCSChapter 3
Page 33FRIEDRICHSHAFEN
E 531 932 / 00 E – 02.2000 –
GCU
411
610
613
GC
U_2
4V
=21.X+A002–A030 Terminals of the GCM A030 of the GCU60
7
604
K001K002
K001
K002
K002 K001
RCS
413
414
416
601
+UEXT
K003K003
+UEXT
+UEXT +UEXT
AH
EA
D
NE
UT
RA
L
DIS
EN
GA
GE
EN
AB
LE
AS
TE
RN
Fig. 19 : “Clutch control contact” connection, example for FPP
Note: Concerning fig. 19:All clutch signals are to be realized as static signals. Terminals 413, 414, 416,601 are binary outputs provided for overall clutch control. Their assignment isexplained in chap. 3.1.2.2. Fig. 22 is a schematic representation of internalfunctions.
GCU
411
610
613
GC
U_2
4V
=21.X+A002–A030 Terminals of the GCM A030 of the GCU50
5
507
K001 K002
RCS
413
414
416
601
ONOFF
K002K001
Zerothrust
ON
OF
F
+UEXT +UEXT+UEXT
+UEXT
Fig. 20 : “Clutch control contact” connection, example for CPP and WJ
![Page 46: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/46.jpg)
Chapter 3
34PageExternal RCS
FRIEDRICHSHAFEN
E 531 932 / 00 E– 02.2000 –
Note: Concerning fig. 20:The clutch signals are to be realized as static signals. Engage enable at zerothrust of the CPP or WJ in Remote mode must be provided by the remote con-trol system. Terminals 413, 414, 416, 601, 505, 507 are binary outputs providedfor overall clutch control. Their assignment is explained in chap. 3.1.2.2. Fig. 22is a schematic representation of internal functions.
GCU
411
610
613
GC
U_2
4V
=21.X+A002–A030 Terminals of the GCM A030 of the GCU50
5
507
K001
K003
RCS41
341
441
660
1
ONOFF
K002K001
Zerothrust
607
604
K001
K003 K003
Back-K002
ON
OF
F
DIS
EN
GA
GE
EN
AB
LE
BA
CK
FLU
SH
+UEXT
+UEXT +UEXT+UEXT
flush
Fig. 21 : “Clutch control contact” connection, example for WJ featuring backflush
Note: Concerning fig. 21:The clutch settings ON and OFF are to be realized as static signals, the BACK-FLUSH setting as a dynamic signal. Terminals 413, 414, 416, 601, 505, 507 arebinary outputs provided for overall clutch control. Their assignment is explainedin chap. 3.1.2.2. Fig. 22 is a schematic representation of internal functions.Engage enable at zero thrust of the WJ in Remote mode must be provided bythe remote control system.
![Page 47: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/47.jpg)
External RCSChapter 3
Page 35FRIEDRICHSHAFEN
E 531 932 / 00 E – 02.2000 –
3.1.2.2 Binary outputs
Gear Control Unit GCU provides a range of floating binary signals for overall clutchcontrol.
The terminals used for clutch control are assigned as follows:
Terminals Type Electrical data Comments
Local mode output
A030-601 Contact NO
A030-602 Contact NC Contact loading 24 VDC, max. 50 W,max. switching current 2 A
Local mode
A030-416 Contact COM
max. switching current 2 A
Clutch state feedback outputs
A030-501 Contact NO Ahead/engagefeedback
A030-502 Contact NO
Contact loading 24 VDC max 50 W
Neutral/disengagefeedback
A030-503 Contact NO
Contact loading 24 VDC, max. 50 W,max. switching current 2 A Astern/backflush
feedback
A030-504 Contact COMCommon connection forrelay contacts for clutchstate feedback signals
Engage interlock output
A030-506 Contact NO
A030-507 Contact NC Contact loading 24 VDC, max. 50 W,max. switching current 2 A
Engage interlock(speed-dependent)
A030-505 Contact COM
max. switching current 2 A (s eed-de endent)
Disengage output
A030-414 Contact NO
A030-415 Contact NC Contact loading 24 VDC, max. 50 W,max. switching current 2 A
Disengage
A030-413 Contact COM
max. switching current 2 A
![Page 48: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/48.jpg)
Chapter 3
36PageExternal RCS
FRIEDRICHSHAFEN
E 531 932 / 00 E– 02.2000 –
GCU
504
501 =21.X+A002–A030
Terminals of the GCM A030 of the GCU
502
503
Supply of an external voltage UEXT
416
601
602
413
414
415
505
506
507
Loca
l mod
eac
tive
Dis
enga
ge
Eng
age
inte
rlock
(spe
ed-d
epen
dent
)
Fig. 22 : “Clutch control output” connection
Switching between Remote mode and Local mode
The engine must be running at idling speed on switching between the operating modesand the gear must be disengaged for reasons of safety. On switching over to the otheroperating mode, the settings are immediately transferred and executed in all cases.
The GCU provides the relay contact (changeover contact) LOCAL MODE (terminalsA030-416, A030-601, A030-602) for this reason. The remote control settings must be setto engine idling and clutch neutral via this contact.
Note: Refer to the information on speed setting (see chap. 3.2.2.1) and clutch setting(see chap. 3.1.2.1).
![Page 49: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/49.jpg)
External RCSChapter 3
Page 37FRIEDRICHSHAFEN
E 531 932 / 00 E – 02.2000 –
Automatic disengagement
The GCU provides a floating relay contact (changeover contact) DISENGAGE (terminalsA030-413, A030-414, A030-415) which makes contact each time the engine is started,stopped and emergency stopped.
The remote clutch control must be set to its initial state (i.e. gear in neutral or disengaged)by this dynamic signal.
This contact should also be used to increase safety by automatically adjusting the speedsetting to idling to prevent the engine speed increasing after starting in Remote mode.
Engagement interlock depending on engine speed (engagement window)
The GCU also provides a floating relay contact (changeover contact) ENGAGE INTER-LOCK (terminals A030-505, A030-506, A030-507) which responds as follows:
� Engine at a standstill:Contact is switched – engagement is interlocked.
� Engine running at a speed inside an “engagement window”:Contact is in the quiescent state – engagement is enabled.
� Engine running at a speed above or below the “engagement window”:Contact is switched – engagement is interlocked.
The engagement window default setting is “idling speed �150 rpm”. This setting can be adjusted on-board (using the dialog unit, the relevant parameter is partof the range of Engine Control Unit ECU functions).
Engagement is enabled in case of failure of the relay or this function for reasons of safety.In such cases, the operator must ensure that the maximum admissible engagementspeed is not violated.
![Page 50: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/50.jpg)
Chapter 3
38PageExternal RCS
FRIEDRICHSHAFEN
E 531 932 / 00 E– 02.2000 –
Clutch state feedback
When measuring sensors are provided on the gear, Gear Control Unit GCU providesclutch state feedback via floating relay contacts (three NO contacts, terminals A030-501,A030-502, A030-503 with a common root, terminal A030-504).
� Ahead/engage feedback, terminal A030-501
Only when a pressure monitor is installed on the gear:– On reversing gears: AHEAD– On reduction gears: ENGAGE– On reversing gears with waterjet: ENGAGE
� Neutral/disengage feedback, terminal A030-502
With or without limit switch installed on the gear:(If there is no limit switch on the gear, the signal is generated from the electricalclutch command, when the gear is active ahead/engaged or astern: Feedbackoff, when the gear is not active ahead/engage or astern: Feedback NEUTRAL/DISENGAGE):– On reversing gears: NEUTRAL– On reduction gears: DISENGAGE– On reversing gears with waterjet: DISENGAGE
� Astern/backflush feedback, terminal A030-503:
Only when a pressure monitor is installed on the gear:– On reversing gears: ASTERN– On reduction gears: Not applicable– On reversing gears with waterjet: BACKFLUSH
![Page 51: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/51.jpg)
External RCSChapter 3
Page 39FRIEDRICHSHAFEN
E 531 932 / 00 E – 02.2000 –
3.2 Interfaces to the remote control system at Local Operating Panel LOP 1
The following components and signals which can be assigned to a remote control systemare connected directly at Local Operating Panel LOP 1:
� Speed setting
The speed is set by an analog signal (4 mA ... 20 mA) or pushbuttons (speedup, speed down); switching between these two methods is possible by actua-ting a switch. The connection is established directly at the terminal strip withequipment identifier tag =21.X+A001–X004 (located on the CIB 3 assembly).
� Feedback to the remote control system
The ENGINE SPEED and INJECTION QUANTITY/ENGINE LOAD signals (0 VDC ... 10 VDC respectively) are tapped directly at the Peripheral InterfaceModule PIM with equipment identifier tag =21.X+A001–A010.
3.2.1 General information about Local Operating Panel LOP 1
Reference documentation:A separate manual entitled “Local Operating Panel Type LOP 1, MTU/DDCseries 4000 and DDC/MTU series 2000, Marine applications”, DocumentationPart 1 provides a detailed description of the entire assembly and all its func-tions.
3.2.2 Connection of control assemblies
The interfaces on the Local Operating Panel and their proper connection are presentedbelow.
![Page 52: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/52.jpg)
Chapter 3
40PageExternal RCS
FRIEDRICHSHAFEN
E 531 932 / 00 E– 02.2000 –
3.2.2.1 Analog and binary inputs
Speed setting
Terminals Type Electrical data Comments
Analog speed setting input
X004-83 Analog 4 mA ... 20 mA, 4 mA corresponds to idling speed
X004-84 Ground to terminal83
4 mA corresponds to idling speed20 mA corresponds to rated engine speed
Binary speed setting input (pushbutton)
X004-91 +24 VDC Supply for pushbuttons and switches forbinary speed setting
Connection of thispushbutton is intendedas a backup (“Emer
X004-90 Contact NO Speed increase pushbuttonas a backup (“Emer-gency operation”) in
i li tiX004-89 Contact NO Speed decrease pushbutton
g y )marine applications.
X004-88 Contact NO “Switch speed setting” switch
LOP 1
SWITCH SPEED SETTING switch(BACKUP ON)
83 9091
(4 m
A ..
. 20
mA
)
84
GN
D
=21.X+A001–X004
+24
VD
C
OC
IN(H
)
Terminals on CIB 3in the LOP
U_S
T2
89 88
SPEED DECREASE pushbutton
SPEED INCREASE pushbutton
OC
IN(H
)O
CIN
(H)
Automatic setting(analog)
GN
D
4 m
A ..
. 20
mA
Backup setting(binary)
IIN
Fig. 23 : “Speed setting” connection
![Page 53: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/53.jpg)
External RCSChapter 3
Page 41FRIEDRICHSHAFEN
E 531 932 / 00 E – 02.2000 –
The speed setting is normally realized as an analog 4 mA ... 20 mA setting (voltagebetween terminals 83 and 84: USet ≥ 5 VDC). A backup feature can be realized by switching over to binary signal setting (pushbutton).Both types of setting are only evaluated when Remote mode is active.
An alarm is output (combined alarm LOP, monitoring and control system or at a serialinterface) should the analog signal (4 mA ... 20 mA) fail.
Note: The speed setting of the Remote Control System is immediately executed whenthe systems are switched on and on changing to Remote mode. For thisreason, the speed must be set to idling (4 mA) in these cases. The GCU pro-vides a relay contact LOCAL MODE (see chap. 3.1.2.2) to reset the speed toidling (4 mA) on changing to Local mode.
![Page 54: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/54.jpg)
Chapter 3
42PageExternal RCS
FRIEDRICHSHAFEN
E 531 932 / 00 E– 02.2000 –
3.2.2.2 Analog outputs
Engine speed and injection quantity/engine load
Analog signals (0 VDC ... 10 VDC) are provided for the following measuring variables atLocal Operating Panel LOP 1:
� Engine speedNormalization of the analog output depends on the engine and is as follows(10 VDC represents the range limit value):
Engine type Speed range
8/12/16 V 2000 M60 0 rpm ... 2200 rpm
8/12/16 V 2000 M70 0 rpm ... 2500 rpm
8/12/16 V 2000 M80 0 rpm ... 2500 rpm
8/12/16 V 2000 M80 0 rpm ... 2500 rpm
12 V 2000 M91 0 rpm ... 3000 rpm
8/12/16 V 4000 M60 + M60R 0 rpm ... 2200 rpm
8/12/16 V 4000 M70 0 rpm ... 2500 rpm
8/12/16 V 4000 M80 0 rpm ... 2500 rpm
8/12/16 V 4000 M90 0 rpm ... 2500 rpm
� Injection quantity/engine loadThe 0 VDC ... 10 VDC signal corresponds to 0 % ... 100 % of the quantity of fuelinjected.100% corresponds to the max. admissible injection quantity at a certain enginespeed.With regard to engine power, this means:100% injection quantity is the amount of fuel which must be available to generatethe max. admissible power at the relevant engine speed. The max. admissiblepower value changes at different engine speeds. However, this value still repre-sents 100% admissible power at the engine speed concerned.
![Page 55: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/55.jpg)
External RCSChapter 3
Page 43FRIEDRICHSHAFEN
E 531 932 / 00 E – 02.2000 –
The following connections must be established for the analog outputs:
Terminals Type Electrical data Comments
A010-409 Analog + 0 V ... 10 VENGINE SPEED
A010-410
Analogoutput GND
0 V ... 10 VImax � 5 mA ENGINE SPEED
A010-413 Analog + 0 V ... 10 V INJECTION QUANTITY/ENGINE
A010-414
Analogoutput GND
0 V ... 10 VImax � 5 mA QUANTITY/ENGINE
LOAD
LOP 1
409
UO
UT
(0 V
DC
... 1
0 V
DC
410
GN
D
=21.X+A001–A010 Terminals of the PIM A010in the LOP
U
413
UO
UT
414
GN
D
U
Engine speed Injection quantity/engine load
(0 V
DC
... 1
0 V
DC
)
Fig. 24 : “Engine speed and injection quantity/engine load” connection
![Page 56: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/56.jpg)
Chapter 3
44PageExternal RCS
FRIEDRICHSHAFEN
E 531 932 / 00 E– 02.2000 –
(This page intentionally blank)
![Page 57: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/57.jpg)
Power supply connectionChapter 4
Page 45FRIEDRICHSHAFEN
E 531 932 / 00 E – 02.2000 –
Chapter 4
Power supply connection
![Page 58: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/58.jpg)
Chapter 4
46PagePower supply connection
FRIEDRICHSHAFEN
E 531 932 / 00 E– 02.2000 –
4 Power supply connection
Local Operating Panel
LOP 1
GearControl Unit
GCU
PeripheralInterfaceModulePIM 2
EngineControl
UnitECU
EngineMonitor-ing Unit
EMU*
PeripheralInterfaceModulePIM 1
GearMonitoring Unit
GMU*
MTU cableMTU cable
MTU cable
Powersupply(Yard)
Mai
n su
pply
Em
erge
ncy
supp
ly
Main supply Emergency supply
MTU cable
PIM supply PIM supply
+Ubext/M +Ubext/E
Fig. 25 : Block circuit diagram “Power supply”
The power supply for the following three assemblies must be established:
� Local Operating Panel LOP 1
� Peripheral Interface Module PIM 1
� Peripheral Interface Module PIM 2
The Yard main and emergency supplies are connected to Local Operating Panel LOP 1only. The two Peripheral Interface Modules PIM 1 and PIM 2 are connected via the LocalOperating Panel and thus supplied by it.
The Engine Control Unit ECU and the Gear Control Unit GCU are likewise supplied via theLocal Operating Panel. No additional connections are required to be established as theseassemblies are supplied by the corresponding MTU cable.
Assemblies marked * are optional extensions which are also supplied via Local OperatingPanel LOP 1. These optional extensions have no effect on hardware cabling for thisreason. However, a higher power supply is required and must be taken into consideration.
Connections represented by a thick line are established by cables supplied by MTU withfixed (coded) connectors.
![Page 59: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/59.jpg)
Power supply connectionChapter 4
Page 47FRIEDRICHSHAFEN
E 531 932 / 00 E – 02.2000 –
4.1 Local Operating Panel LOP
4.1.1 Local Operating Panel LOP 1 supply voltages
All the assemblies of the Propulsion Control System (including the interface modules) canbe connected to the ship’s power supply via Local Operating Panel LOP 1. A separatesupply and a power on/off circuit is required for monitoring and control systems or remotecontrol systems produced by other manufacturers. The Propulsion Control System can beswitched on/off by an external switch (e.g. key-operated switch at the main control station,Yard supply). One on/off switch with two NO contacts is required for each propulsion line(i.e. for each Propulsion Control System).
The supply voltage is supplied to the Local Operating Panel via terminal strip X010:
Terminals Type Electrical data Comments
X010 +L1 +Ubext/MFuse protection 25 A 2 pole respectively Main control supply
X010 –L1 GNDFuse protection 25 A, 2-pole respectively Main control supply
X010 +L2 +Ubext/EFuse protection 25 A 2 pole respectively Emergency control
X010 –L2 GNDFuse protection 25 A, 2-pole respectively Emergency control
supply
X010 +L3 +Ubext/MFuse protection 25 A 2 pole respectively Main monitoring supply
X010 –L3 GNDFuse protection 25 A, 2-pole respectively Main monitoring supply
X010 +L4 +Ubext/EFuse protection 25 A 2 pole respectively Emergency monitoring
X010 –L4 GNDFuse protection 25 A, 2-pole respectively Emergency monitoring
supply
![Page 60: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/60.jpg)
Chapter 4
48PagePower supply connection
FRIEDRICHSHAFEN
E 531 932 / 00 E– 02.2000 –
LOP 1
=21.X+A001–X010+L1 –L1 +L2 –L2 +L3 +L3 +L3 –L3 –L3 –L3 +L4 +L4 +L4 –L4 –L4 –L4
Power supply(Yard)
Main supply Emergency supplyGND GND
8 x 25 A
+Ubext/M +Ubext/E
Fig. 26 : “Local Operating Panel LOP supply voltage” connection
4.1.2 Connection of an on/off switch
The on/off switch is connected directly to terminal strip -X010 at Local Operating PanelLOP 1. The on/off control inputs of Local Operating Panel LOP 1 are jumpered at terminalstrip -X010 (on delivery), these jumpers must be removed before connecting the externalon/off switch.
The following connections must be removed:
Terminals Type Electrical data Comments
X010-51 Jumper 1/51 0.5 mm2, colour: yellow First contact level of thekey operated switch for
X010-1 Jumper 1/51 0.5 mm2, colour: yellowkey-operated switch forECS-5 control
X010-52 Jumper 2/52 0.5 mm2, colour: yellow Second contact level ofthe key operated switch
X010-2 Jumper 2/52 0.5 mm2, colour: yellowthe key-operated switchfor ECS-5 monitoring
![Page 61: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/61.jpg)
Power supply connectionChapter 4
Page 49FRIEDRICHSHAFEN
E 531 932 / 00 E – 02.2000 –
The following connections must be established:
� E.g. for a key-operated switch
This assembly is connected directly to the terminal strip with the equipmentidentifier tag =21.X+A001–X010.
Terminals Type Electrical data Comments
Key-operated switch input
X010-51 Contact NO Min. contact loading: 24 VDC/0.1 A First contact level of thekey operated switch for
X010-1 Contact COM Min. contact loading: 24 VDC/0.1 Akey-operated switch forECS-5 control
X010-52 Contact NO Min. contact loading: 24 VDC/0.1 A Second contact level ofthe key operated switch
X010-2 Contact COM Min. contact loading: 24 VDC/0.1 Athe key-operated switchfor ECS-5 monitoring
1
LOP 1
=21.X+A001–X0102 51 52
Key-operated switch“ON”
GN
DG
ND
RE
LIN
(L)
RE
LIN
(L)
Fig. 27 : “Key-operated switch” connection
Note: The two NO contacts of the key-operated switch must be closed and opened inparallel by a key.
![Page 62: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/62.jpg)
Chapter 4
50PagePower supply connection
FRIEDRICHSHAFEN
E 531 932 / 00 E– 02.2000 –
4.1.3 Peripheral Interface Module PIM 2
The supply voltage for the Peripheral Interface Module PIM 2 is tapped directly at theLocal Operating Panel:
Terminals Type Electrical data Comments
A108-101 +Ubext From the Local Operating Panel, protected by
A108-103 GND
From the Local O erating Panel, rotected byF10 (8 A)
A108-106 PE Max. 10 cm connection to ship’s ground Grounding
A108-415 +Ubext Current results from the total of all currents for Signal lamp supplyA108-416 GND
Current results from the total of all currents foreach signal lamp
Signal lamp supply
PIM 2
Terminal strip 1xx101 102 103 104 106
Power supply
GND
8 ALOP 1
53 3 Terminal strip =21.x+A001–X010
F10
Terminal strip 4xx 415 416
BOB 3 supply
+Ubext
+Ubext
GNDPIM 1supply
Fig. 28 : “Peripheral Interface Module PIM 2” power supply connection at Local Operating Panel LOP 1
Note: The lamps can be dimmed by regulating the external supply voltage “+UEXT forsignal lamps”. The transistor outputs for the signal lamps switch to ground (seechap. 2.1.3).
![Page 63: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/63.jpg)
Power supply connectionChapter 4
Page 51FRIEDRICHSHAFEN
E 531 932 / 00 E – 02.2000 –
4.1.4 Peripheral Interface Module PIM 1
The supply voltage for the Peripheral Interface Module PIM 1 is connected in parallel toPeripheral Interface Module PIM 2.
Terminals Type Electrical data Comments
A109-101 +Ubext From the Local Operating Panel, protected by
A109-103 GND
From the Local O erating Panel, rotected byF10 (8 A)
A109-106 PE Max. 10 cm connection to ship’s ground Grounding
PIM 1
Terminal strip 1xx101 102 103 104 106
+Ubext
GND
Supply voltage of LOP 1 (see fig. 28)
Fig. 29 : “Peripheral Interface Module PIM 1” power supply connection parallel to PIM 2
![Page 64: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/64.jpg)
Chapter 4
52PagePower supply connection
FRIEDRICHSHAFEN
E 531 932 / 00 E– 02.2000 –
(This page intentionally blank)
![Page 65: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/65.jpg)
Bus system connectionChapter 5
Page 53FRIEDRICHSHAFEN
E 531 932 / 00 E – 02.2000 –
Chapter 5
Bus system connection
![Page 66: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/66.jpg)
Chapter 5
54PageBus system connection
FRIEDRICHSHAFEN
E 531 932 / 00 E– 02.2000 –
5 Bus system connection
LocalOperating Panel
LOP 1
GearControl Unit
GCU
PeripheralInterfaceModulePIM 1
Field busField bus
EngineControl
UnitECU
EngineMonitor-
ingUnit EMU*
PeripheralInterfaceModulePIM 2
GearMonitoring Unit
GMU*
MTU cableMTU cable
MTU cable
MTU cable
Fig. 30 : “Bus system” block circuit diagram
The field bus for the system must be routed to the following assemblies at least:
� Local Operating Panel LOP 1
� Peripheral Interface Module PIM 1
� Peripheral Interface Module PIM 2
Engine Control Unit ECU and Gear Control Unit GCU are connected to the bus via theLocal Operating Panel by the appropriate MTU cable.
The other assemblies must be interconnected by a shielded cable.
Assemblies marked * are optional extensions whose bus connections are established viathe respective assemblies to which their functions are assigned (GMU together with theGCU via Local Operating Panel LOP 1, EMU via Local Operating Panel LOP).This optional extension therefore has no effect on the hardware cabling of the bus.
Connections represented by a thick line are established by cables supplied by MTU withfixed (coded) connectors.
Note: The field bus can also be connected to other assemblies not shown in fig. 30(e.g. the MTU Remote Control System RCS-5).The connection is always established at the last bus station (in this case e.g. atPeripheral Interface Module PIM 1).
![Page 67: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/67.jpg)
Bus system connectionChapter 5
Page 55FRIEDRICHSHAFEN
E 531 932 / 00 E – 02.2000 –
5.1 Terminals for field bus connection
5.1.1 Local Operating Panel LOP 1
The field bus is connected via terminal strip X010:
Terminals Type Electrical data Comments
X010 –17 CAN (H)
X010 –18 CAN (L) CAN 1 (default) –
X010 –19 CAN GND
X010 –67 CAN (H)
X010 –68 CAN (L) CAN 2 (redundant) –
X010 –69 CAN GND
LOP 117 18 19 67 68 69
GND
=21.X+A001–X010
(L)(H) GND(L)(H)Default Redundant
to PIM 2Terminals 109 107 105
to PIM 2Terminals 115 113 113
Removeresistor(120 �)
Removeresistor(120 �)
Fig. 31 : “Field bus to Local Operating Panel LOP 1” connection
Note: Any resistors (120 �) at terminals 17 and 18 and 67 and 68 must be removed.They are no longer required here. Connect the cable shielding to housingground. This is realized by the grounding insert of the cable entry on the hou-sing of Local Operating Panel LOP 1.
![Page 68: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/68.jpg)
Chapter 5
56PageBus system connection
FRIEDRICHSHAFEN
E 531 932 / 00 E– 02.2000 –
5.1.2 Peripheral Interface Module PIM 2
The field bus is connected via terminal strip 1xx:
Terminals Type Electrical data Comments
109 CAN (H)CAN 1 (default) from the Local Operating Panel
107 CAN (L)CAN 1 (default) from the Local Operating Panel Ground terminal 105 is
also used for cables to
105 CAN GND Ground of CAN 1 (default) from the Local Opera-ting Panel and to the next bus station (PIM 1)
also used for cables tothe next bus station.
115 CAN (H) CAN 2 (redundant) from the Local Operating
113 CAN (L)
CAN 2 (redundant) from the Local O eratingPanel Ground terminal 111 is
also used for cables to
111 CAN GNDGround of CAN 2 (redundant) from the LocalOperating Panel and to the next bus station(PIM 1)
also used for cables tothe next bus station.
110 CAN (H)CAN 1 (default) to the next bus station (PIM 1)
108 CAN (L)CAN 1 (default) to the next bus station (PIM 1)
116 CAN (H) CAN 2 (redundant) to the next bus station
114 CAN (L)
CAN 2 (redundant) to the next bus station(PIM 1)
PIM 2
110 108 105 116 114 111
GND
Terminal strip 1xx
(L)(H) GND(L)(H)
Default Redundantat PIM 1Terminals 109 107 105 Terminals 115 113 111
109 107
GND (H) (L)Default
on the Local Operating Panel LOP 1From terminals 19 17 18
115 113
GND (H) (L)Default
on the Local Operating Panel LOP 1From terminals 69 67 68
at PIM 1
TwistedTwisted
Fig. 32 : “Peripheral Interface Module PIM 2” connection to the field bus
![Page 69: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/69.jpg)
Bus system connectionChapter 5
Page 57FRIEDRICHSHAFEN
E 531 932 / 00 E – 02.2000 –
5.1.3 Peripheral Interface Module PIM 1
The field bus is connected via terminal strip 1xx:
Terminals Type Electrical data Comments
109 CAN (H)CAN 1 (default) from the Local Operating Panel Ground terminal 105 is
107 CAN (L)CAN 1 (default) from the Local Operating Panel Ground terminal 105 is
also used for cables tothe next bus station if
105 CAN GND Ground of CAN 1 (default) from PIM 2 and, ifapplicable, to the next bus station
the next bus station ifapplicable.
115 CAN (H) CAN 2 (redundant) from the Local Operating Ground terminal 111 is113 CAN (L)
CAN 2 (redundant) from the Local O eratingPanel
Ground terminal 111 isalso used for cables tothe next bus station if
111 CAN GND Ground of CAN 2 (redundant) from PIM 2 and, ifapplicable, to the next bus station
the next bus station ifapplicable.
PIM 1
110 108 105 116 114 111 Terminal strip 1xx109 107
GND (H) (L)Default
at PIM 2From terminals 105 110 108
115 113
GND (H) (L)Default
at PIM 2From terminals 111 115 113
Resistor(120 �)
Resistor(120 �)
Twisted Twisted
Fig. 33 : “Peripheral Interface Module PIM 1” connection to the process bus
Note: No shielded cable is required to establish the connection between PIM 1 andPIM 2 providing that the length of the cable between these two assemblies isless than 5 m. In this case, two three-wire, twisted cables are adequate.
![Page 70: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/70.jpg)
Chapter 5
58PageBus system connection
FRIEDRICHSHAFEN
E 531 932 / 00 E– 02.2000 –
The two resistors (120 �) are only connected when no other bus stations are to be inclu-ded. If additional bus stations (e.g. for the Remote Control System RCS-5) are to be con-nected to the bus, connection is established in the same manner (cf. chap. 5.1.2). In thiscase, no resistor may be connected to this PIM 1. Resistors are only provided at the endof the bus connections, i.e. at those assemblies at which only two bus cables (default andredundant) are connected.
![Page 71: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/71.jpg)
Technical dataChapter 6
Page 59FRIEDRICHSHAFEN
E 531 932 / 00 E – 02.2000 –
Chapter 6
Technical data
![Page 72: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/72.jpg)
Chapter 6
60PageTechnical data
FRIEDRICHSHAFEN
E 531 932 / 00 E– 02.2000 –
6 Technical data
6.1 General
Operating voltages 24 VDC, –20 %/+30 %+Ub, +Ubext, +Uext Residual ripple less than 5 %
according to STANAG 1008
Operating temperature range –0 °C … +55 °C
Storage temperature range –10 °C … +70 °C
System power consumption 3 A ... 8 A continuous, (control) 20 A max.
(depending on the operating state of thepropulsion plant)
System power consumption Basic scope:(monitoring) 1 A continuous,
1.5 A max.
Classifiable version:3 A continuous,3.5 A max.
(both depending on the operating state of thepropulsion plant)
6.2 Local Operating Panel LOP 1
Dimensions (W x H x D) 400 mm x 500 mm x 240 mmSpace at side for connectors: +135 mm
Vibration 2 Hz … 13 Hz: xpp = ± 3.0 mm13 Hz … 100 Hz: a = ±1 g
Shock 10 g/11 ms semi-sinusoidal shock
Relative humidity Max. 95 %, condensing
EMI/EMC IEC 801
Protection IP 54 DIN 40 050
Weight 26 kg
![Page 73: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/73.jpg)
Technical dataChapter 6
Page 61FRIEDRICHSHAFEN
E 531 932 / 00 E – 02.2000 –
6.3 Peripheral Interface Modules PIM 1 and PIM 2
Vibrostability
DIN rail mounting 2 Hz … 12.8 Hz: Xpp = 2 mm12.8 … 100 Hz: a = ±1 g
Screw mounting 2 Hz … 25 Hz: Xpp = 3.22 mm25 Hz … 100 Hz: a = ±4 g
Shock 10 g, 11 ms
Protection IP 20 in accordance with DIN 40 050
Relative humidity 0 % … 97 %, non-condensing
PIM 1
Dimensions (H x W x D) 75 mm x 70 mm x 90 mm
Number of terminals 32
Weight Approx. 0.3 kg (fully equipped)
PIM 2
Dimensions (H x W x D) 75 mm x 140 mm x 90 mm
Number of terminals 64
Weight Approx. 0.6 kg (fully equipped)
6.4 Engine Control Unit ECU
Dimensions (W x H x D) 455 mm x 277 mm x 91 mmHeight + approx. 230 mm for connectors
Weight 7 kg
Relative humidity 0 %... 95 %, condensing
Protection IP 65 in accordance with DIN 40 050
Shock 15 g, 11 ms semi-sinusoidal shock
VibrostabilityFrequency 2 Hz ... 25 Hz Amplitude xpp = �1.6 mmFrequency 25 Hz ... 100 Hz Acceleration a = �4 gFrequency 20 Hz ... 2000 Hz Noise 1.3 g rms
EMI/EMC DIN EN 50081-2 and DIN EN 50082-2IEC1000-4-2IEC1000-4-3IEC1000-4-4IEC1000-4-5IEC1000-4-6
![Page 74: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/74.jpg)
Chapter 6
62PageTechnical data
FRIEDRICHSHAFEN
E 531 932 / 00 E– 02.2000 –
6.5 Engine Monitoring Unit EMU
Dimensions (W x H x D) 300 mm x 84,5 mm x 268 mmHeight + approx. 230 mm for connectors
Weight 4.0 kg
Mounting 3 M6 x 20 hex-head bolts onEngine Control Unit ECU 4;tightening torque 6 Nm
Relative humidity 0 % ... 95 %, condensing
Protection IP 65 in accordance with DIN 40 050
Shock 15 g, 11 ms semi-sinusoidal shock
VibrostabilityFrequency 2 Hz ... 25 Hz Amplitude xpp = �1.6 mmFrequency 25 Hz ... 100 Hz Acceleration a = �4 gFrequency 20 Hz ... 2000 Hz Noise 1.3 g rms
EMI/EMC DIN EN 50081-2 and DIN EN 50082-2
6.6 Gear Control and Monitoring Unit GCU/GMU 1,Gear Control Unit GCU 1
Dimensions (W x H x D) 385 mm x 300 mm x 240 mmSpace at side for connectors: +40 mm
Vibration 2 Hz … 13 Hz: ±1.0 mm13 Hz … 100 Hz: ±1 g
Ambient conditions Max. 95 % rel. humidity,non-condensing
Protection GCM module: IP 20With terminal box: IP 65
EMI/EMC Radiation: 10 V/m – 30 kHz – 1 GHzLine: 3 Vrms – 30 Hz … 80 MHzBurst: 2 kVSurge: 1 kV symm. / 2 kV asymm.ESD: 8 kV
![Page 75: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/75.jpg)
Reference documentationAppendix
Page 63FRIEDRICHSHAFEN
E 531 932 / 00 E – 02.2000 –
Appendix
![Page 76: E531932_00E](https://reader035.vdocuments.site/reader035/viewer/2022082204/55cf865e550346484b96ede5/html5/thumbnails/76.jpg)
Appendix
64PageReference documentation
FRIEDRICHSHAFEN
E 531 932 / 00 E– 02.2000 –
Reference documentation
Refer to the following MTU manuals for detailed information about the individual assem-blies comprising and used in conjunction with Propulsion Control System PCS:
E 531 693 PCS-5 system description Part 1
E 531 xxx* Local Operating Panel LOP 1 Parts 1, 2, 3, 4, 5
E 531 712 PCS-5 with FMEA Part 1
E 531 689 Gear Control Unit GCU 1 Parts 1, 3, 4, 5
E 531 690 Gear Control and Monitoring Unit GCU/GMU 1 Parts 1, 3, 4, 5
E 531 934 Interface description DDC/MTU series 2000 Part 1
E 531 935 Interface description MTU/DDC series 4000 Part 1
E 531 652 RS422 data protocol Part 1
* The document number for the Local Operating Panel LOP 1 manual depends on thesoftware used in display panel DIS on the Local Operating Panel.