MSC CARINA

Delivery ;6 June 2013

TH

Main Engine; MAN 6S60ME-C 8.1

General Terms
1. General
The Engine Control System (ECS) consists of a set of controllers;
Briefly described, the functions of the controllers are:
EICU; The Engine Interface Control Units handle the interface to external systems.
ECU; The Engine Control Units perform the engine control functions:
engine speed, running modes and start sequence.
ACU ;The Auxiliary Control Units control the pumps of the hydraulic system unit and the auxiliary
blowers.
CCU; The Cylinder Control Units control the FIVA valves, starting air valves, and the ME cylinder
lubricators.
MOP; The engineers’ interface to the ECS.
Normal Working Sequence
The following is an example of how the control units of the ECS work together during
normal operation.
EICU
The EICUs receive navigational inputs from the control stations and select the active station
based on signals given by the ‘Remote Control’ system.
The main navigational command is the speed set point (requested speed and direction
of engine rotation).
In the EICUs the raw speed set point is processed by a series of protective algorithms.
These ensure that the speed set point from which the engine is controlled is never harmful to
the engine. An example of such an algorithm is the ‘Barred speed range’.
Now the processed speed set point and the selected engine running mode request
are available via the control network to be used by the ECUs as a reference for the
speed control and engine running mode control.
The two redundant EICU units operate in parallel.
ECU
The engine speed control requires that the amount of fuel is calculated for each cylinder firing.
The calculation made by the speed controller (ECU) is initiated in relation to the
crankshaft position, so that the execution is started just in time to make the fuel
injection. This is controlled by the tacho function.
The output from the speed controller is a ‘request for fuel amount’ to be injected
for the next combustion. This request is run through different protective algorithms
– the fuel limiters – and the ‘resulting amount of fuel command’ is produced.
Based on the algorithm of the selected engine running mode, the injection profile
is selected, the timing parameters for the fuel injection and exhaust valve are calculated
and the pressure set point for the hydraulic power supply derived.
Based on the user input of fuel sulphur content, minimum feed rate etc., the resulting
cylinder lubrication feed rate for each individual cylinder unit is calculated.
The resulting amount of fuel command, the requested fuel injection profile, the timing
parameters and the resulting cylinder lubrication feed rate amount are all sent
to the CCU of the cylinder in question via the control network. Likewise, the hydraulic
pressure set point is sent to all ACUs.
For redundancy purposes, the control system comprises two ECUs operating in
parallel and performing the same task, one being a hot stand-by for the other. If
one of the ECUs fail, the other unit will take over the control without any interruption
CCU
In appropriate time for the next firing, the CCU ensures that it has received new
valid data. Where after the injection profile start angle is set up using the tacho
function.
On the correct start angle the injection is initiated and is controlled according to the
fuel amount command and the injection profile command.
When the injection is completed, the exhaust open and close angles are set up using
the tacho function and the exhaust valve control signal is then activated on the
appropriate crank angles.
The cylinder lubricator is activated according to the feed rate amount received
from the ECU.
All of the CCUs are identical, and in the event of a failure of the CCU for one cylinder,
only this cylinder will automatically be put out of operation.
ACU
The ACUs control the pressure of the Hydraulic Power Supply system and the
electrical start-up pumps using the ‘Pressure Set point’ given by the ECUs as a
reference. Furthermore the start and stop of the auxiliary blowers are controlled according to
the scavenge air pressure.
The control of the auxiliary equipment on the engine is normally divided among
three (four) ACUs so that, in the event of a failure of one unit, there is sufficient
redundancy to permit continuous operation of the engine.
MOP
The Main Operating Panel (MOP) is the main information interface for the engineer
operating the engine. The MOP communicates with the controllers of the
ECS over the Control Network. However, the running of the engine is not dependant
on the MOP, as all the commands from the local control stations are communicated
directly to the EICU’s/ECS.
The MOP is located in the engine control room. It is a PC with a touch screen as
well as a trackball from where the engineer can carry out engine commands, adjust
the engine parameters, select the running modes, and observe the status of
the control system. A back-up MOP is also placed in the engine control room (see
Section 703-09 for detailed MOP-description).
Control Stations
During normal operation the engine can be controlled from either the bridge, the
engine control room or the Local Operation Panel (LOP).
The LOP control is to be considered as a substitute for the previous Engine Side
Control console mounted directly onto the MC-engine.
The LOP is as standard placed on the engine.
From the LOP, the basic functions are available, such as starting, engine speed
control, stopping, reversing, and the most important engine data are displayed.