ME-Engine Manual Control from the engine side Local Operating Panel (LOP)

Table of content

1. Foreword

2. Common lamps, buttons, switches and instruments on the LOP

2.1. Top instruments

2.2. Sub-telegraph

2.3. Control position

2.4. Slowdown load reduction

2.4.1. Important knowledge regarding the slow down functionality

2.5. Shut down

2.5.1. Important knowledge regarding the shut down functionality

2.6. Start conditions

2.7. Lamps/buttons without headline

2.8. Bottom buttons/switches

3. Particular lamps, buttons, switches and instruments on the LOP

3.1. FPP particular instrument

3.2. CPP particular instruments, buttons, switches and lamps

1
ME-Engine Manual Control from the engine side Local Operating Panel (LOP)
1. Foreword

The engine can be run from the Engine Side Control Station if required. In the following the opportunities and
information on how to run the engine from the LOP is explained.

The LOP is designed in two versions:

• LOP for engines with Fixed Pitch Propeller (FPP) Page 10

• LOP for engines with Controllable Pitch Propeller (CPP) Page 11

In common for the two versions the operator is able to issue Stop, Start and possibly reversing command to
the ME Engine Control System (ME-ECS) that automatically executes the command. Further the LOP
informs the operator of the actual engine status and includes facilities for overriding likely limitations.

On page 12 the interface between ECS, Safety System, Slow down Function, Remote Control System and
the Local Operating Panel is seen. All signals are hard-wired.

The manoeuvring handle seen on the LOP drawing page 12, is a combined telegraph and speed set unit
with a potentiometer regulating the speed and load. (This manoeuvring handle is placed next to the LOP)

(In the “old” days the speed regulation was performed by micro switches and in the “even older” days the
speed was regulated by air pipes/valves in the manoeuvring handle)

The instruments, buttons and lamps on the LOP are placed in a logic way (like reading a book) to give the
operator at quick overview of the engine status.

Questions could be, is the engine controllable? Why is It stopped? Is it ready to run? Etc. When running the
engine from the LOP the operator is most likely stressed by the unaccustomed situation he must run the
engine in, therefore the LOP must seem familiar and easily recognised.

As both versions LOP is explained in this document the instruments, buttons, switches and lamps
common to the versions is explained first. The CPP and FPP particular instruments, buttons and
lamps are explained later in the document.

Buttons surrounded with a shaded area and the switches lowest on the panel can be activated.

2. Common lamps, buttons, switches and instruments on the LOP

2
2.1. Top Instruments

The hydraulic pressure is shown on the instrument top left. If the Hydraulic pressure is to low the engine will
not start. Is the engine running, the instrument gives the operator the overview and possibility to load the
engine in respect of the pressure (if maximum oil pressure is not available, maximum load is not obtainable)

The engine speed is shown on the instrument top middle. The instrument clock face is (after sea trail)
provided with red circle section(s) (not shown) to enhance the engine barred speed range. This is to help the
operator run the engine outside the barred speed range, as continuously running inside the barred speed
range might harm the engine.

2.2. Sub-telegraph

FWE. Finished with engine. Lights if manoeuvring handle is in position FWE.

Stand-by. Engine stand-by. Lights if manoeuvring handle is in position “stand-by” and if preconditions for
start is correct (Oil pressure, turning gear disengaged etc.)

At sea. Engine running and manoeuvring handle in position “at sea”

2.3. Control position

3
Bridge. Lights if running and manoeuvring are controlled from the bridge.

ECR. Engine Control Room. Lights if running and manoeuvring are controlled from the ECR.

Local. Lights if running and manoeuvring is controlled from the LOP.

Forced take control. (Can be activated)

The engine has a normal control station change-over procedure with request/acknowledge handshake (with
buttons normally situated in the ECR, beside the LOP and on the Bridge (Bridge wings)) (different
manufacturers)

The remote control system (also different manufacturers) provides a communication system that informs the
ECS (+ safety system and slow down function) of which control station is active.

Should the normal change-over procedure fail due to external system failure, change over (override) is in this
case immediately possible from the “Forced take control” button, as the ECS is always connected directly to
the “Forced take control” button on the LOP. (See drawing page 13 showing the change-over interface)

2.4. Slow down / load reduction

2.4.1. Important knowledge regarding the slow down functionality

The slow down function is either implemented in the safety system, the remote control system or designed
as an independent system which may get the slow down request from the alarm system.

The slow down situation itself is detected by the alarm system, which sets the slow down request. This is
basically caused by the use of common sensors for engine monitoring, i.e. one common sensor is used for
indicating, and detecting alarm as well as slow down.

Additionally, the ECS monitors itself and in case of severe failure (e.g. failing control of cylinder lubrication)
the ECS activate a slow down request signal. The alarm system reacts to this signal as any sensor input.

When the slow down request signal is activated, the slow down function is releasing slow down pre warning
and, after timeout of the pre warning period, transmits the slow down command to the ECS.

It is possible to cancel a slow down from the active control station and optionally always possible to cancel it
from the bridge. If the slow down is cancelled during the pre warning period, the slow down command to the
ECS is not activated. If the slow down is cancelled after activation of the slow down command, the output
must be deactivated as soon as cancel is activated.

If cancel is activated, the occurrence of a new slow down situation do not cause activation of the slow down
output, but an alarm is released in order to inform the navigator/engineer of the new slow down situation.

When the failure is corrected and consequently the slow down situation has disappeared, the slow down
function is manually reset from the active control station before the slow down command is set low.

4
The slow down function (or alarm system) includes facilities for indicating each slow down. If more slow
downs are active simultaneously, it is indicated which was the first one. The sequence of slow down
occurrences is logged.

The ECS executes slow down, i.e. when the slow down command is active the ECS reduces engine speed.
Further, for CPP plants, the ECS will give a slow command to the CPP control system, which must increase
pitch to full or ordered ship speed if this is lower.

However, for CPP plants fitted with the optional Pitch Back-up Mode execution of slow down is handled
manually during this mode. The ECS supports this task as the ECS offers an output channel that is used for
indication of manual slow down request at the bridge panel.

------------------------------

Manual slow down request. In case of Remote Control System failure, the slow down function may be
disabled during local control. Consequently, the ECS offers an output channel for indication of manual slow
down request at the LOP. The ECS activates the manual slow down request for the LOP indication when the
alarm system sets the slow down request signal high. The ECS keeps the signal active as long as the slow
down request is active or until it is overridden by the normal indication for automatic slow down.

Slow down pre warning. See above.

Slow down active. See above.

Cancel slow down. (Can be activated) See above.

Reset slow down. See above.

2.5. Shut down

2.5.1. Important knowledge regarding the shut down functionality

The safety systems for ME engines are identical to safety systems used on conventional engines. However,
for ME engines the number of shut down output channels are increased and the output channels for shut
down is made as potential-free contacts except the one for fuel cut off. The ME engine is fitted with a fuel cut
off valve in order to block the fuel oil supply to the engine when a shut down command is released.
Activation of the fuel cut off valve is limited to a maximum period as the fuel oil need continuous circulation
during service.

5
The task of the safety system is similar to conventional installations, i.e. to protect the engine from over
speed and to shut down the engine before severe failures cause damage. In addition, the safety system
includes facilities for indicating engine speed at each control station.

General requirements

The safety system is kept as a separate system so that external faults will have no influence on the system.
In addition, it is active during all operation modes of the engine.

The safety system is able to handle input signals from analog and/or binary sensors, contacts, and
emergency stop switches. Each input is either causing cancellable or non-cancellable shut down, or it is able
to set the input channel to adapt to the actual input signal.

The following shut downs are non-cancellable:

Over speed shut down

Manual emergency stop
Non-cancellable shut down order from ECS
All shut downs other than the above stated is cancellable.

The safety system contains facilities for individual speed monitoring and indication. The speed monitoring
itself is handled by two (or more) independent Tacho pick-ups that supervise each other.

The safety system is able to protect the engine from over-speed. If the engine speed reaches the over-speed
level non-cancellable shut down is triggered in order to disable fuel injection as fast as possible. The delay
measured from the moment that the engine speed exceeds the over-speed level until activation of the shut
down output channels is less than 0.1 second in order to keep engine speed below 120% transient over-
speed. The over-speed level is normally 109% nominal MCR RPM but some installations, e.g. with special
vibration behaviour pattern may require lower over-speed level.

Additionally, the safety system is containing facilities for the following features:

Revolution counter
Running hour counter
Indication and operation

When a non-cancellable shut down is detected the safety system releases an alarm and activates the shut
down output channels without delay.

When a cancellable shut down is detected the safety system releases an alarm and shut down pre warning
and, after timeout of the pre warning period, activates the shut down output channels.

The shut down output channels remains activated until reset and as long as the shut down situation persists
or cancel is activated. However, the output channel that activates the fuel cut off valve is provided with a
timer which deactivates the actual output channel after a defined period.

The safety system must be manually reset before a new start is possible, i.e. the telegraph/manoeuvre
handle of the active control station must be set to the stop position. The ECS will set the reset output
channel(s) high when the active handle is in the stop position or for CPP plants when stop/start command is
released.

For cancellable shut downs, it is possible to cancel the shut down from the active control station and, always
from the bridge. If the shut down is cancelled during the pre warning period the shut down outputs to the
ECS is not activated. If the shut down is cancelled after activation of shut down outputs, the
telegraph/manoeuvre handle of the active control station is set to the stop position before the shut down
outputs are reset and consequently the engine can be restarted. For CPP plants, reset from bridge is
initiated by pressing the restart push button or release of normal stop/start command.

6
If cancel is activated, the occurrence of a new shut down situation (involving a cancellable shut down) do not
activate the shut down output. However, an alarm is released in order to inform the navigator/engineers of
the new shut down situation.

The safety system uses information from the remote control system to detect which control station is the
active one. Consequently, the safety system is enabling the cancel function relative to the active control
station, and optionally always allows cancel to be activated from the bridge. The priorities of the control
stations are as follows:

1. Local Control
2. ECR Control
3. Bridge Control (or optionally excluded from priority list if cancel is always available
from the bridge)
The safety system includes facilities indicating each individual shut down channel. If more
shut downs are active simultaneously, it is indicated which shut down was the first one.
Alternatively, the sequence of shut down occurrences must be logged.

Failure handling,

Input channels is monitored for cable breaks and in the event of failure an alarm is released, but the failure
do not cause activation of the shut down channels.

If the input signal(s) for active control station fail(s), the safety system responds as follows: In case of lost
signals the last active control position apply. In case of disagreement between two or more signals the active
signal of the control station with the highest priority is selected. Both situations cause the safety system to
release an alarm.

The Tacho pick-ups supervise each other and are designed to be fail safe, e.g.:

If the difference between the two signals is within a range where it is not possible to
evaluate which signal has failed, the highest signal is selected.
If one signal far exceeds the normal operating range (e.g. high speed or
acceleration) for the actual engine, the other signal is selected.
If one signal fails, the other signal is selected
In case of failure, an alarm is released.

Furthermore, the system is self-checking, as a minimum watch dog and PROM check is provided.

----------------------------

Shut down pre warning. See under Indication and operation page 5.

Shut down active. See above.

Cancel shut down. (Can be activated) See above.

2.6. Start Conditions

7
Turning gear disengaged. (Engine ready for start). Lights (continuously) if turning gear is disengaged.

Start air system in service. (Engine ready for start). Lights (continuously) if start air pressure is present.

Main start valve in service. (Engine ready for start). Lights (continuously) if main start valve is open.

Engine not ready. Lights if not all start conditions is fulfilled. See MOP Status screen P70325 for details
regarding start conditions.

Start blocked. Lights if engine cannot and is not, ready for start. (E.g. shut down must be cancelled before
restart)

2.7. Lamps/buttons without headline

Aux. blowers running. Lights if auxiliary blowers are running and scavenge air pressure are above alarm
level.

Warning auxiliary blower. Lights if one or more auxiliary blower fails and scavenge air pressure cannot be
maintained.

Fuel/load limitation active. Lights if engine load limiters are exceed (engine limiters are, scavenge air limiter,
torque limiter and maximum fuel index limiter)

Increase limitation. Lights if engine load is exceed to fast.

Start failure. Lights if engine failed to start manually.

Lamp test. (Must be pressed at least a few seconds before all lamps are tested)

Emergency stop. (Can be activated) Manually activation of emergency stop.

2.8. Bottom buttons/switches

8
Air run, Auto, Slow turn. From this switch engine is either Air run (used primarily after engine overhaul) or
slow turned (before start) For FPP plants the engine is started activating the manoeuvring handle.

3. Particular lamps, buttons, switches and instruments on the LOP

3.1. FPP particular instrument

Start air pressure. Displays the starting air pressure.

3.2. CPP particular instruments, buttons, switches and lamps

Propeller pitch. Displays the propeller pitch astern and ahead.

Servo oil pump running. Lights if propeller system servo pump runs. (See lamp under 2.6 Start Conditions)

9
Stop, Run, Start. Used when either engine must be stopped or started.

Speed, Down, Up. Increases or decreases engine speed during running.

Pitch, Astern, Ahead. Used to manoeuvre engine either ahead or astern.

10
Fixed Pitch Propeller version

11
Controllable Pitch Propeller version

12
Interface between ECS, Safety System, Slow Down Function, Remote
Control System and the Local Operating Panel

Shut down prewarning

2 x speed set
Shut down
2 x Stop (FP only)
Engine Speed
2 x Stop (CPP only)
Safety system
Cancel shut down
2 x Start (CPP only)
Emergency stop
2 x Increase limitation

2 x Take command Slow down prewarning

Forced command take over Slow down

Engine not ready Slow down

Cancel slow down
function
Main st.valve in service pos. Reset slow down

St.air distr.system in service pos.

Bridge Control
24 Vdc
Turning gear disengaged
ECR Control
Aux. blowers running 24 Vdc

ECS Local Panel Local Control Remote

Aux. blowers warning 24 Vdc Control
FWE System
Start failure
Standby
Start blocked

Load limitation

Starting air pressure

Hydraulic pressure

Slow turning

Air run

Lamp test Switch for

back-up
Astern (CPP only) reversing
(option)
Manual slow down Request
AS

AH

(CPP only)

13
Control station change-over interface

Bridge Control

ECR Control

Local Control
ECS
Serial connection: Take command
ECR forced cmd take-over
Local forced cmd take-over Take command
Speed-set taken by ECS

Bridge Control
24 Vdc

ECR Control
24 Vdc Safety System
Local Control
24 Vdc

Remote Control System

(RCS) Slow down function

Possible indication of
active control station at
ECR and/or bridge

ECR panel

Local panel

14