Alphatronic

Reducing Engine2000
RoomPCS
Propulsion Control System
Overhauling Height
Using an MAN B&W Double-Jib Crane
Contents

Introduction.................................................................................................. 5
Ship’s Propulsion Power – controlled by Alphatronic...................................... 5
Evolution of control.................................................................................. 5
Accumulated expertise............................................................................ 5
Control is crucial...................................................................................... 6
Inherent advantages................................................................................ 6
The engine and propeller manufacturer’s advantage................................. 6
Alphatronic Propulsion Control System – General........................................... 7
Plant configurations................................................................................. 7
Included in the system............................................................................. 7
Engine equipment.................................................................................... 7
Primary control function........................................................................... 8
In case of emergency............................................................................... 8
Load control............................................................................................ 9
Control lever orders and commands......................................................... 9
Load program.......................................................................................... 9
Charge air limit curves............................................................................. 9
Modes of Operation.................................................................................... 10
Combined mode.................................................................................... 10
Constant speed mode........................................................................... 10
Separate mode...................................................................................... 10
Bridge Main Manoeuvre Panels................................................................... 10
Bridge wing manoeuvre panels.................................................................... 11
Control levers in the manoeuvring handle panels.................................... 11
Electrical shaft system........................................................................... 11
Telegraph system integrated in manoeuvre panels.................................. 12
Propulsion Control Panel........................................................................ 13
Interfaces to External Systems.................................................................... 14
Voyage Data Recorder........................................................................... 14
Power Take Home (PTH)........................................................................ 14
Power Boost......................................................................................... 14
Power Take Off...................................................................................... 14
Gear and clutches................................................................................. 16
Safety system........................................................................................ 17
Engine................................................................................................... 18
Joystick / coordinated control system.................................................... 21
Main Cabinet.............................................................................................. 22
Installation.................................................................................................. 22
Cable Plans................................................................................................ 26
Commissioning...................................................................................... 27
Instruction Manual....................................................................................... 27
Alphatronic 2000 PCS
Propulsion Control System
Introduction
The purpose of this Product Informa-
tion brochure is to act as a guideline
during project planning and lay out
of the Alphatronic Propulsion Con-
trol Systems. The brochure gives a
description of the system in general,
standard control elements and options
available for tailoring a remote control
system for the individual vessel and its
propulsion system configuration, oper-
ating modes and manoeuvre stations.
Our product range is constantly under
review, being developed and improved
according to present and future re-
quirements and conditions. We there-
fore reserve the right to make changes
to the technical specifications and data
without prior notice.
Alphatronic Propulsion Control Sys-
tems are usually specified together with
MAN Diesel & Turbo’s Alpha Controlla-
ble Pitch Propellers.
The propeller programme may be stud-
ied in separate literature.
Fig. 1: Two–stoke propulsion package (8S50MCC engine, tunnel gear, VBS1680 propeller)
Ship’s Propulsion Power – controlled
by Alphatronic
MAN Diesel & Turbo, launched the first
CP propeller as part of a propulsion
system in 1902. A complete package
including engine, clutch, shafting and
propeller. A package where all control
and manoeuvre actions were carried
out, in accordance with the standards
of that time, locally by hands–on.
Evolution of control
In view of the following years of de-
velopment, not only in the physical
dimensions of the ships, but also in
the propulsion equipment itself, – the
control and manoeuvre actions shifted
from local to remote by means of dif-
ferent intermediates. These interme-
diates developed from mechanical
push/pull rod systems, flexible cable
systems, pneumatic systems up till
today’s electronic systems. Year by
year, both the operator and the equip-
ment itself required more and more
sophisticated control systems
economical cruising at various operat-
ing modes, engine load sharing, redun-
dant propulsion using PTI/PTH etc.
The latest version of the Alphatronic
system described in this material is
type Alphatronic 2000 PCS. PCS is an
abbreviation of Propulsion Control Sys-
tem.
Accumulated expertise
Since 1902, more than 7.000 propel-
lers and propulsion packages have
gone into service – operated by various
types of MAN Diesel & Turbo control
systems. Today’s standard for MAN
Diesel & Turbo’s Alpha CP propellers
and propulsion packages is the well–
proven electronic remote control sys-
tem, Alphatronic.
Since its introduction in 1982, more
than 1400 systems have been delivered
for a wide range of propulsion plant
combinations with two-stroke engines
and propellers, four-stroke engines, re-
for duction gearboxes and propellers for
the output range up to 30,000 kW per
propeller.
Alphatronic 2000 PCS – Propulsion Control System 5
Control is crucial
In the process of projecting and esti-
mating propulsion systems, the asso-
ciated control system is a ‘soft’ item
frequently handled with less attention.
The propulsion control system is of-
ten regarded as a necessary auxiliary
element that just follows the primary
propulsion elements. Fuel consump-
tion, emision levels and propul-
sion efficiency of the ‘hard’ engine
and propeller elements are, how-
ever, undermined – without the cor-
rect matching and performing control
system!
Inherent advantages
„„ Load changes controlled in such a
way that the governor always keeps
the engine speed within the range re-
quired, and thus prevents blackout
during shaft alternator operation
„„ Good long term engine performance
due to overload protection
„„ Thermal protection of the engine via
controlled running–up programmes
„„ Environmental friendliness due to
balanced manoeuvring dynamics
during acceleration with minimal
smoke emission
„„ Overall system reliability and durability
„„ Type approval by all major Classifica-
tion Societies
The engine and propeller manufac-
turer’s advantage
In general, the control system acts as
the central propulsion package ele-
ment, being in charge of the remaining
propulsion package elements, their co-
herence and their interaction with one
another.
The experience inherent in the Al-
phatronic systems, accumulated during
25 years of service – is full knowledge of:
Alphatronic Propulsion Control
System – General
With this electronic propulsion control
system it is possible for the navigator
to manoeuvre the ship from the bridge.
The navigator may operate the control
system without consideration for the
engine load condition, since the sys-
tem ensures automatic engine overload
protection.
When desired, the manoeuvre respon-
sibility may be transferred from the main
bridge panel to the bridge wing panels
or to the control room panel.
1. Manoeuvre panels for main bridge Engine equipment
(centre and wings) The governor and the safety system
2. Manoeuvre panel for engine control are considered part of the engine and
room therefore not a part of the propulsion
3. Main cabinet including the process control system. Nevertheless, there is
computer a close connection between these. For
4. Propeller servo electronics (closed details of interfacing engine, governor
loop amplifier and propeller indica- and safety system, please refer to the
tion electronics) interface descriptions on page 13.
1. Bridge wing 1. Main Bridge 1. Bridge wing

A tailored Alphatronic control system
ensures:
„„ Safe control of the propulsion plant
and reliable manoeuvring of the ship
„„ Economic operation due to optimised
engine/propeller load control
„„ Quick system response and efficient
CP propeller manoeuvrability
„„ Flexibility and individual customiza-
tion due to modular system principles
„„ Project support, simple installation
procedures and safe commissioning
„„ Minimal service and maintenance
requirements
„„ User–friendly operator functions due
to logic and ergonomic design of
control panels
„„ All propulsion package elements
„„ Two-stroke and four-stroke engine
designs
„„ CP propeller designs
„„ Overall operating economy, long
term performance, load characteris-
tics and system dynamics
– and that makes all the difference.
Plant configurations
The Alphatronic propulsion control sys-
tem is designed for propulsion plants
consisting of a CP propeller and a two–
3. Main cabinet
stoke or a four–stroke engine in several
plant configurations. From the relatively
simple plants shown in fig.1 and fig. 2
to many different and more complex
configurations, e.g.:
„„ Multiple engines on one gearbox
„„ Multiple propeller plants 2. Engine control room

„„ Redundant propulsion solutions

with Power TakeHome (PTH) using
a combined shaft generator / shaft
motor
4. Propeller
„„ Interface to dynamic positioning (DP) servo electronics
and joystick system.

Included in the system

A typical system consists of the fol-
lowing main components shown in the
principle diagram fig. 3:

Fig. 2: Four–stroke propulsion package (6L48/60B engine, reduction gear, VBS1460 propeller) Fig. 3: Control system structure

6 Alphatronic 2000 PCS – Propulsion Control System Alphatronic 2000 PCS – Propulsion Control System 7
Primary control function Load control Running up load program
Load diagram
The manoeuvre panels are fitted with Power [%] The control system uses the propeller Engine load limit [%]
manoeuvre levers for controlling the 100 1 pitch and engine speed as controlling
120
propeller speed and pitch. The lever on 90 3 parameters. Fuel pump index, engine
the bridge centre panel and the lever 100
80 2 speed and charge air pressure are
on the ECR panel have individual po- 70 used as feedback. The engine load is 80
tentiometers connected to the main 60 kept within the limits as specified by the
60
cabinet. 4 load limit curve of the engine. The load
50
5 40
40 curve for combined mode is adjusted
Depending on the chosen mode of op- 30
according to the specific engine and 20
eration, these lever signals will be used propulsion equipment – taking fuel oil 0
20
for setting the engine speed and the consumption, propeller efficiency and 0 1 2 3 4 5 6 7 8 9 10 11 12
10
propeller pitch accordingly. 6 manoeuvrability into consideration in Running up time [min]
0
60 65 70 75 80 85 90 95 100 order to obtain optimum overall propul-
Run up, load restrictions cancelled
An electric speed setting signal is Speed [%] sion efficiency.
1 Theoretical Propeller Curve 4 Combinator Curve
transmitted from the PCS main cabi-
2 5 50% MEP Run up, normal
net to the engine governor. If the en- 100% MEP Control lever orders and commands
gine has a governor with pneumatic 3 Load Limit 6 Zero Thrust Curve In order to allow the engine and the Fig. 6: Running up load program

speed setting, the electric speed order vessel to respond, the system is able
is converted into a pressure using an Fig. 4: General load diagram to control the rate at which the en-
E/P–converter. gine speed and the propeller pitch is Charge air limit curves
changed. The control lever orders are Fuel pump index [%]
Pitch and engine speed slew rates
The propeller pitch is controlled by two translated into engine speed and pro- 120
solenoid valves in the hydraulic system. Propeller pitch [%] peller pitch commands as shown in fig
100 100
The electronic servo unit controls the 5. The slew rates will vary with the plant
80
solenoid valves for ’ahead’ and ’astern’ configurations. 80
60
pitch changes by comparing actual 40 60
pitch and set point. Actual propeller 20 In addition to these slew rates, pitch
pitch is measured by two transmitters. 0 will be dynamically limited by the load 40
One transmitter is used for indication of 20 program and the actual charge air pres- 20
40
the actual position of the propeller. The sure.
60 0
other transmitter gives the feedback 80 0 1 2 3 4
signal to the electronic servo unit. 100 Load program
Charge air pressure [Bar]
20 0 20 40 60 A runningup load program is included
In case of emergency time [sec.] for the engine as illustrated in the ex- Charge air limit, load restrictions cancelled
If the propulsion control system is out Normal pitch rate ahead Pitch rate at crash stop ample in fig 6. In the figure, both the
of service, the propulsion plant may still Normal engine speed rate Engine speed rate at crash stop normal loadup of the engine as well as Charge air limit curve, normal
be operated from the bridge using the Normal pitch rate astern the loadup during cancelled load re-
backup system. The backup system strictions are illustrated. Fig. 7: Charge air limit curves

is independent of the main control sys- Fig. 5: Control lever slew rate for propeller pitch command

tem, although it is operated from the
same lever on the bridge.
Selection of backup will set the gov-
ernor to a fixed speed (normally corre-
sponding to the nominal shaft genera-
tor speed) and set the propeller pitch
corresponding to the present thrust.
Change between normal control and
backup control will thus not change
the actual propeller thrust.
Charge air limit curves
In order to allow the engine to take up
load as fast as possible without gener-
ating smoke, the control system uses
a measurement of the actual charge
air pressure to limit the engine fuel in-
dex (by not increasing the pitch before
sufficient charge air is available). See
change air limit curves in fig. 7.

8 Alphatronic 2000 PCS – Propulsion Control System Alphatronic 2000 PCS – Propulsion Control System 9
Modes of Operation
The propulsion plant can be operated
in three different modes.
Combined mode
In combined mode, both pitch and
speed are controlled by using the lever.
This is done according to the combi-
nator curve as shown in fig 8, ensur-
ing optimum operation and propulsion
economy – considering propeller effi-
ciency, manoeuvrability and minimized
fuel consumption
Constant speed mode
When constant speed mode is select-
ed, the levers in the manoeuvre pan-
els will only control the propeller pitch.
The speed is set to a fixed value cor-
responding to the nominal speed of the
shaft alternator – if any.
The automatic load control is, however,
still active for engine overload protec-
tion. With the shaft alternator in service,
the load control system can handle a
crash stop order, without any risk of a
blackout.
Separate mode
Separate mode specifies the condition
where pitch and speed can be control-
led individually. The pitch is adjusted
using the lever and the engine speed is
adjusted using the Propulsion Control
Panel.
Bridge Main Manoeuvre Panels
As a minimum the propulsion con-
trol system will always include a main
bridge panel per engine/propeller,
please refer to fig. 9.
The main manoeuvre panel consists of
three individual panels:
„„ Propeller Instrument Panel, PIP Indi-
cating propeller speed and propel-
ler pitch. These two instruments are
working independently of the remote
control system. The light dimmer is
operating on both PIP and MHP.
„„ Manoeuvring Handle Panel, MHP
Incorporates the control lever and
normally also an emergency stop
pushbutton, a pushbutton for
selection of backup control and
pushbutton /indicator for selection
of control position.
„„ Propulsion Control Panel, PCP
The primary functions of the panel
are selection of control position and
operating mode. In addition, certain
safety functions and special machin-
ery operation, including alarm lists,
Bridge wing manoeuvre panels
Typically, two bridge wing panels are
supplied. Wing panels are available
in indoor and outdoor versions. In-
door wing panels may optionally be
equipped with a Propulsion Control
Panel if desired. Please refer to figures
10 and 11.
Control levers in the manoeuvring
handle panels
Fig. 12 shows a typical control lever
configuration. The control lever in the
bridge main manoeuvre panel is con- Fig. 9: Bridge manoeuvre panel – main bridge
nected to the main cabinet of the re-
mote control system.
As standard the engine control room
(ECR) is equipped with a similar control
lever. Optionally the system can be de-
livered without equipment in the engine
control room.

Combinator curves are available. The control lever in the bridge main ma-
noeuvre panel and the control lever in
All three panels have the standard in- the ECR are independent of each other.
100
strument sizes 144 mm x 288 mm
80
for convenient installation together Electrical shaft system
60
40 with other standard instruments in the Ships with bridge wing control are
20 bridge and ECR consoles. equipped with an electrical shaft sys- Fig. 10: Bridge manoeuvre panel – bridge wing indoor
0 tem interconnecting the bridge main
20 and bridge wing control levers.
40
60
80 The electric shaft system is a socalled
100 synchronizing system, in which the
10 8 6 4 2 0 2 4 6 8 10
nonactive control levers are following
Handle position
the active control lever. I.e. when the
Pitch % bridge main manoeuvre panel is select-
Engine speed % ed as “IN CONTROL”, the two bridge
wing levers will automatically follow the
Power demand
bridge main control lever.
Fig. 8: Combined mode – combined pitch/speed order and engine load curve for a twostroke
propulsion package
This system design secures that the
handle chosen to be “IN CONTROL”
will act as a master and the other han- Fig. 11: Bridge manoeuvre panel – bridge wing outdoor

10 Alphatronic 2000 PCS – Propulsion Control System Alphatronic 2000 PCS – Propulsion Control System 11
 Main Control Station
Bridge Wing Bridge Center Bridge Wing m n j i

EMERGENCY EMERGENCY
STOP STOP

l Propulsion Control System Alphatronic 2000

ALARM OVER FAULT

Electric Shaft LOAD
Control Box
FULL FULL
k MAINTE- STOP
Setpoint, Bridge

h
Pitch Setpoint, Back-up Control

HALF HALF ACCEPT

NANCE HORN
SLOW SLOW
DEAD DEAD
SLOW SLOW

Setpoint, ECR STOP STOP

DEAD
SLOW
DEAD
SLOW
SHUT
DOWN
LOAD
REDUC.
S1 S2 S3 S4
SLOW SLOW
Remote Control HALF HALF a
System FULL FULL

ENGINE CANCEL CANCEL LOAD MACHI-

Main Cabinet
CONTROL BRIDGE LOCAL
CONTROL SHUT LOAD RESTRICT NERY
ESC ENT
ROOM DOWN REDUC. CANCEL CONTROL
Pitch Setpoint, RCS
FINISH FINISH
STAND STAND
WITH
ENGINE BY
WITH
ENGINE BY b SEPA- CONST. COMBI- RESET RESET
RATE SPEED NATOR SHUT LOAD.
Propeller Pitch BACK UP TELE- DOWN REDUC
IN TAKE ON
Closed Loop CONTROL
ON/OFF
CONTROL CONTROL
GRAPH
ON/OFF SERVICE

Control Box

c d e f g
Fig. 12: A configuration of manoeuvre handles Fig. 13: Main bridge and ECR manoeuvring panels with integrated telegraph function

dles on the bridge will follow its posi- telegraph bells will sound until the reply telegraph bells until the corresponding Fig. 14: Propulsion Control Panel

tion. This will avoid any synchronizing of pointer has the same position as ac- push button is acknowledged in the
handles at the time of changing control knowledgement by the machinery crew machinery area. The same principle ap- Propulsion Control Panel h. Load reduction indication and op- m. Maintenance key Gives access to
position on the bridge. that the requested order has been un- plies for the Stand By function. Fig. 14 shows the Propulsion Control eration (cancel and reset) alarm lists and advanced features
derstood. Please refer to fig. 13 show- Panel. The contents of the display will and adjustments
The electrical shaft standard solution ing the main bridge and ECR manoeu- vary during operation. In basic mode, i. Indication of active load restrictions.
can handle three panels on the bridge. vring panels with integrated telegraph the display will indicate the available May be cancelled by pushing key n. Alarm lamp. Flashing when new
However additional manoeuvring pan- function. power, the power demand from the Machinery control. E.g. start and alarms arrive
els may be added, providing for typi- active control position and the ac- stop of engine, clutching in and out.
cally also an aft bridge. A maximum The telegraph function is a means of tual power delivered by the engine. Operation via softkeys S1 through o. Lamp for indication of engine over-
of 16 panels can be controlled in one communication between the bridge The last line will show the oldest S4 load. Used during backup control
electrical shaft system. and the engine area. It is normally only unacknowledged alarm, if any. where no load control is in function
used in case of problems with the re- j. Navigation keys for moving around
Telegraph system integrated in ma- mote control system, and thus it is The keys and indicators of the panel in lists and changing parameters p. Lamp for indication of internal faults
noeuvre panels electrically independent of the remote have the following functions: in the propulsion control panel itself
Optionally, the levers at the main bridge control system. e. Control position selection and indi- k. Collective dimming of keys, in-
and in the ECR may be equipped with cation dicators and display in panel Generally, operation of the plant will
a telegraph dial and one additional In addition to the function of commu- Softkeys for operation. Actual func- only be possible from the active control
pointer. The additional pointer on the nicating manoeuvring orders between f. Operating mode selection and indi- tion will be explained in the display location, i.e. bridge or engine control
bridge always shows the position of bridge and engine area, the telegraph cation above the key room. However, display facilities are al-
the corresponding telegraph lever, be- system will normally also have the two ways open at all panels.
ing either the lever in the ECR or in the additional communication functions for g. Shut down indication and operation l. Keys for stopping the horn and ac-
engine room depending on the actual Finished With Engine (FWE) and Stand (cancel and reset) knowledge of alarms
control position. When an active lever By included. Activating the push but-
is moved, normally the bridge lever, the ton FWE on the bridge will start the

12 Alphatronic 2000 PCS – Propulsion Control System Alphatronic 2000 PCS – Propulsion Control System 13
Interfaces to External Systems
The Alphatronic remote control system
can be interfaced with a variety of exter-
nal systems. Included in this document,
there is a description of a number of of-
ten used interfaces that have proven to
work. For each of the below described
interfaces, there is a more comprehen-
sive description available.
Voyage Data Recorder
The Alphatronic propulsion control sys-
tem is equipped with a standard inter-
face for a voyage data recorder (VDR)
following the standard IEC 61996 as re-
quired by the IMO. The electrical inter-
face is done according to IEC 611621
Power Take Home (PTH)
For a number of vessels, e.g. chemical
tankers, it is desired to have a possibil-
ity of alternative propulsion power if the
main engine is not available. Such al-
ternative propulsion can be established
by using the shaft alternator as a shaft
motor. A number of prerequisites must
be considered. It must be possible to
disengage the main engine before the
shaft motor can be engaged, and there
must be a way of bringing the shaft mo-
tor from stand still to nominal speed.
As a rule of thumb, there must be elec-
trical power available corresponding
to at least 25  30 % of the main en-
gine power. Preferably, the combined
PTO/PTI could be connected via a two
speed gear. This will reduce the size
of the required PTI and the associated
equipment for starting the PTI from
stand still.
Fig. 15 shows the interface for a PTH
solution.
14 Alphatronic 2000 PCS – Propulsion Control System
Power Boost
This feature may be relevant for short
term boosting of the propulsion power.
It is necessary that the gear and the
propeller are designed for the total
power of diesel engine and shaft mo-
tor. It is necessary that the amount of
power supplied by the shaft motor is
controlled by the ships power manage-
ment system. No electrical interface is
thus necessary to the remote control
system.
Power Take Off
The most common type of power take
off (PTO) is a shaft generator running at
a fixed frequency. However other types
of shaft generators exist, which are able
to work at variable engine speed.
Remote Control System
type AT2000 PCS
EC4817, PTI start command
Closed contact = start
(2 sec. pulse)
EC4818, PTI running
Closed contact = running above
95% of nominal speed
EC4819, PTI stop command
Closed contact = stop
(2 sec. pulse)
ET4816
SE2745
Fig. 15: Interface for a PTH solution
Remote Control System MSB / SG (PTO)
type AT2000 PCS
ET4810
Shaft Generator breaker closed
Closed contact = breaker closed
EC4811, PTO ready
Closed contact = Engine running
in Constant Speed mode and within
the nominal rpm range.
ECS4824
PTO in service request
Closed contact (pulse) = request
Will select Constant Speed mode
in PCS
ECS4825
PTO out of service request
Closed contact (pulse) = request
Will select Constant Speed mode
in PCS
Optional signals. Only required if selection
of constant speed has to be done from
Power Management System / the Power Management System
Main Switch Board
ECS4812A Increase RPM
Closed contact (pulse) = increase
ECS4812B Decrease RPM
Closed contact (pulse) = decrease
El-motor load
4 - 20 mA
Galvanically separated
Optional signals. Only required if SG
frequency and load control has to be done
Gear
from the Power Management System
PTI rpm pick-up
– Number of pulses
per revolution: 4 - 999
f n – Type: PNP or NPN
EC4813
PTO out of service request
Closed contact = request start of
Diesel generator to take over load.
Always required for two-stroke engines. Optional signal.
Always required two-stroke engines.
Fig 16: Interface for a PTO solution
Alphatronic 2000 PCS – Propulsion Control System 15

Remote Control System
type AT2000 PCS
Clutch engage command
Closed contact = clutch-in
(Pulse, active untill correct
feed-back or time-out fail.
Normally 10 - 20 seconds)
Clutch disengage command
Closed contact = clutch-out
(Pulse, active untill correct
feed-back or time-out fail.
Normally 10 - 20 seconds)
Optional. Used if available in
the gear-box
SE2745 Optional. Used if PTI
(Power Take Home, PTH) is
included in delivery
PSL2231 Optional. Used if PTI
(Power Take Home, PTH) is
included in delivery
Fig. 17: Interface for a reduction gear/clutch solution
Gear and clutches
When connecting a gear that is not of
MAN Diesel & Turbo make, the inter-
face shown on fig.17 applies.
16 Alphatronic 2000 PCS – Propulsion Control System
Safety system
Remote Control System type AT2000 PCS Shut down system
When the engine is not of MAN or MAN
B&W make, neither is the safety system. Fig.
ZS4735A, Shut down cancel order
18 shows the details of the necessary Contact closed at cancel
Gear
interface between the engine safety ZS4736A, Shut down reset order
system and the Alphatronic propulsion Contact closed at reset (pulse, 2 sec.)
ZS4710, Emergency stop switch
control system.
Clutch(es) Contact closed at shut down
+24 V Supervision resistor: 10 kohm
ZSI4710, Emergency stopped
0V Solenoid data: Contact closed at stopped
24 V d.c. / max 24 W
Diode must be mounted SEH1704, Overspeed stopped
over coil Contact closed at stopped
+24 V SZI4739, Non cancellable shut down
Contact closed at activated sensor
0V
SZI4740, Cancellable shut down
Contact closed at activated sensor
SZI4737, Shut down active
Clutch engaged feed-back Contact closed at active shut down
Closed contact = clutch engaged
ZSI4735A, Shut down cancelled
Contact closed at cancelled
Clutch safety disengage
Closed contact = clutch out Load reduction / slow down interface Ships alarm system
ZSI4748, Load reduction cancelled
Contact closed at cancelled
PTI rpm pick-up ZSI4747, Load reduction active
Contact closed at active
- Number of pulses
f n per revolutio 4 - 999
- Type: PNP or NPN ZS4747, Automatic load reduction
/ slow down request
Contact closed at request
Gear lub. oil pressure low
P
Closed contact = pressure low
Fig. 18: Interface for safety system with an engine not of MAN or MAN B&W make
Alphatronic 2000 PCS – Propulsion Control System 17
Engine
When the engine is not of MAN or MAN
B&W make, the interface shown on fig.
19a and 19b applies for a twostroke
engine. Fig. 20 applies for a fourstroke
engine.
Fig. 19a: Interface for a twostroke diesel engine not of MAN B&W make
18 Alphatronic 2000 PCS – Propulsion Control System
Remote Control System type AT2000 PCS Engine governor
Remote Control System type AT2000 PCS Two-stoke diesel engine
SC1706A, Engine speed order
4 - 20 mA = idle to 100% rpm
ZS4714, Engine start command
Galvanically separated
24 V dc, max 1A
Max load resistance: 500 ohm
ZS4713B, Engine stop command ZS4713A, Governor stop command
24 V dc, max 1A 24 V dc, max 1A
ZS4716, Engine slow turn command SC1708, Governor speed enable
24 V dc, max 1A Closed contact when enabled
(Only for pneumatic governor)
ZI3725B, Propeller pitch
ZS4701, Engine controlled locally feed back to governor
Contact closed at local Galvanically separated
ZS4702, Engine controlled remote (Only for electronic governor)
Contact closed at remote SC1709, Governor limits cancel
ZS4700A, Emergency contolled Closed contact at cancel
Contact closed at emergency
ZS4700B, Engine governor engaged
Fig. 19b: Interface for a twostroke diesel engine not of MAN B&W make
Contact closed at engaged
ZS1705, Turning gear engaged
Contact closed at engaged
ZS1313, Main start air valve closed
Contact closed at closed valve
ZS1314, Start air distributor closed
Contact closed at closed valve
ZSI1330, Auxiliary blower running
Contact closed at running
PSL1321, Control air system vented
Contact closed at vented
PSL1322, Safety air system vented
Contact closed at vented
ZSH1401, Engine overload
(Fuel index above 100%)
Contact closed at overload
PT1331B, Charge air pressure
Two wire loop powered or
or
four wire galvanically separated
4 - 20 mA = 0 - 4 bar
ZT1401, Fuel index
Two wire loop powered or
or
four wire galvanically separated
4 - 20 mA = 0 - 110 % index
SE1704A, Engine speed
4 - 20 mA or 0 - 10 V = 120 % mcr
Galvanically separated
Alphatronic 2000 PCS – Propulsion Control System 19
 Joystick / coordinated control sys-
Remote Control System type AT2000 PCS Four-stroke diesel engine Remote Control System type AT2000 PCS Joystick / coordinated
tem
control system
ZS4701, Engine controlled locally It is possible to transfer the control of ECS4707 Propeller ready for
Contact closed at local coordinated control
the main propeller pitch to an external
ZS4702, Engine controlled remote Contact closed when ready
control system such as a joystick con-
Contact closed at remote
trol system. Control can be transferred ECS4708 Coordinated control
SC4715, Engine Start Blocking system in control
Contact Open at Start Blocking when the manoeuvring responsibility is
Contact closed when propeller is
Contact closed when pitch is zero on the bridge, the engine is running and controlled by the coordinated system
and CPP servo pump is running the propeller is engaged.
ZSH1401, Engine overload EC4797 Coordinated control system
take-over request
(Fuel index above 100%)
During joystick control, the engine is Pulse signal, contact closed at take-over
Contact closed at overload
PT1331B, Charge air pressure still fully protected against overload. EC4798 Coordinated control
Two wireloop powered or or
hand-over request
galvanically separated Pulse signal, contact closed at hand-over
Fig. 21 is showing the interface be-
4 - 20 mA = 0 - 4 bar tween an external control system and ET4750 Propeller thrust order
ZT1401, Fuel index +/- V, galvanically separated
Two wire loop powered or the propulsion control system. - 10 V = 100% thrust astern
or
galvanically separated +10 V = 100 % thrust ahead
4 - 20 mA = 0 - 110% index
SE1704A, Engine speed
4 - 20 mA or 0 - 10 V = 120% mcr Fig 21: Interface for external control system
Galvanically separated
SC1706A, Engine speed order Engine governor
4 - 20 mA = idle to 100% rpm
Max load: 500 ohm
Galvanically separated
SC1708, Governor speed enable
Closed contact when enabled
(Only for pneumatic governor)

The optional signals below are used when remote start / stop via AT 2000-PCS is equired but
start and stop sequences are carried out by the engine control system.

Remote Control System type AT2000 PCS Four-stroke diesel engine

ZS4714, Engine start command control system
Contact closed at start.
Pulse signal, duration 2 seconds
ZS4714, Engine stop command
Contact closed at stop
Pulse signal, duration 2 seconds
ZS4709, Engine start failure reset
Contact closed at reset
Pulse signal, duration 2 seconds
ZS4715, Engine start blocked
Contact closed at blocking

Fig 20: Interface for a fourstroke diesel engine not of MAN make

20 Alphatronic 2000 PCS – Propulsion Control System Alphatronic 2000 PCS – Propulsion Control System 21
Main Cabinet 432

The heart of the remote control sys- 288 144

tem consists of a main cabinet shown

in fig. 22. Inside the cabinet, a process
computer and a number of input/output
EMERGENCY

units are located. STO P

Installation

144
Layout examples. To illustrate the PROPELLER ASTERN AHEAD

1200 mm
bridge and control room layout for dif- RPM PITCH

ferent Alphatronic control system appli-

cations examples are given in fig. 23

288
to fig. 31. Pr opulsion Contr ol System Alphatr onic 2000

OVER
ALARM FAUL T
LOAD

STOP ACCEPT
NANCE HORN

144
SHUT
DOW N
LOAD
REDUC.
S1 S2 S3 S4

ENGINE
CONTROL
BRIDGE LOCAL
CONTROL
CANCEL
SHUT
CANCEL
LOAD
LOAD
RESTRICT
MACHI
NER Y
ESC ENT
ROOM DOW N REDUC. CANCEL CONTROL

SEP CONST . COMBI RESET RESET IN TAKE

RATE SPEED NATOR SHUT LOAD CONTROL CONTROL
DOW N REDUC.

600 mm

Fig. 22: Control system main cabinet

Fig. 25: Bridge wing layout including propulsion control panel

432 432
288 288
288 144
144 144 288 144

Pr opeller Pitch
R G E N
E

E M

C
Y
S
EMERGENCY T O P
EMERGENCY EMERGENC Y
STO P
STOP STO P
144

144
PROPELLER ASTERN AHEAD PROPELLER ASTERN AHEA D
ASTERN AHEAD
RPM PITCH RP M PITCH
PITCH

288
Pr opeller RPM
288

288

288
Pr opulsion Contr ol System Alphatr onic 2000 Pr opulsion Contr ol System Alphatr onic 2000

OVER
ALARM FAUL T
LOAD OVER
ALARM FAUL T
LOAD

STOP ACCEPT
NANCE HORN STOP ACCEPT
NANCE HORN
144

144
SHUT
DOW N
LOAD
REDUC.
S1 S2 S3 S4 IN TAKE
CONTROL CONTROL
SHUT
DOW N
LOAD
REDUC .
S1 S2 S3 S4

PROPELLER

RPM
ENGINE BRIDGE LOCAL CANCEL CANCEL LOAD MACHI ESC ENT FINISH
WITH
ST AND
CONTROL
ROOM
CONTROL SHUT
DOW N
LOAD
REDUC.
RESTRICT
CANCEL
NER Y
CONTROL
ENGINE
CONTRO L
BRIDGE LOCAL
CONTROL
CANCEL
SHUT
CANCEL
LOAD
LOAD
RESTRICT
MACHI
NER Y
ESC ENT ENGINE
BY

ROOM DOW N REDUC . CANCEL CONTRO L

IN TAKE
CONTROL CONTROL SEP CONST . COMBI RESET RESET IN TAKE ON
GRAP H
RATE SPEED NATOR SHUT LOAD CONTROL CONTROL SE PA CONST . RESET RESE T SER VICE
ON/OF F
DOW N REDUC. RATE SPEE D NATO R SHUT LOAD
DOW N REDUC .

Fig. 23: Bridge wing layout (indoor) for single propeller plant Fig. 24: Main bridge layout for single propeller plant Fig. 26: Bridge wing layout (outdoor) for single propeller plant Fig. 27: Main bridge layout including telegraph for single propeller plant

22 Alphatronic 2000 PCS – Propulsion Control System Alphatronic 2000 PCS – Propulsion Control System 23
 720
432
288 144 288

288 144

EMERGENCY EMERGENCY

STOP STOP

EMERGENC Y

144
STO P

144
144

PROPELLER ASTERN AHEAD ASTERN AHEAD PROPELLER

RPM PITCH PITCH RPM

PROPELLER ASTERN AHEA D

RP M PITCH

288
288
Propulsion Control System Alphatronic 2000 Propulsion Control System Alphatronic 2000
288

OVER OVER
ALARM LOAD FAULT ALARM LOAD FAULT

Pr opulsion Contr ol System Alphatr onic 2000

MAINTE- STOP ACCEPT MAINTE- STOP ACCEPT

OVER NANCE HORN NANCE HORN
ALARM FAUL T
LOAD

144
144
STOP ACCEPT
SHUT
DOWN
LOAD
REDUC.
S1 S2 S3 S4 SHUT
DOWN
LOAD
REDUC.
S1 S2 S3 S4
NANCE HORN

PORT STB
144

IN IN
ENGINE BRIDGE LOCAL CANCEL CANCEL LOAD MACHI- ESC ENT CONTROL CONTROL
ENGINE BRIDGE LOCAL CANCEL CANCEL LOAD MACHI- ESC ENT
SHUT
DOW N
LOAD
REDUC .
S1 S2 S3 S4 CONTROL
ROOM
CONTROL SHUT
DOWN
LOAD
REDUC.
RESTRICT
CANCEL
NERY
CONTROL
CONTROL
ROOM
CONTROL SHUT
DOWN
LOAD
REDUC.
RESTRICT
CANCEL
NERY
CONTROL

BACK-UP BACK-UP
TAKE TAKE
FINISH SEPA- CONST. COMBI- RESET RESET CONTROL CONTROL
ST AND CONTROL CONTROL SEPA- CONST. COMBI- RESET RESET
WITH RATE SPEED NATOR SHUT LOAD ON/OFF ON/OFF RATE SPEED NATOR SHUT LOAD
ENGINE
CONTRO L
BRIDGE LOCAL
CONTROL
CANCEL
SHUT
CANCEL
LOAD
LOAD
RESTRICT
MACHI
NER Y
ESC ENT ENGINE
BY DOWN REDUC. DOWN REDUC.

ROOM DOW N REDUC . CANCEL CONTRO L

ON
GRAP H
SE PA CONST . RESET RESE T SER VICE
ON/OF F
RATE SPEE D NATO R SHUT LOAD
DOW N REDUC .

Fig. 30: Main bridge layout for double propeller plant

Fig. 28: Engine control room layout including telegraph for single propeller plant

432

288 144
432

144 144 144

EMERGENC Y

STO P

EMERGENCY EMERGENCY
144

STOP STOP

PROPELLER ASTERN AHEAD

RPM PITC H

ASTERN AHEAD ASTERN AHEAD

PITCH PITCH
288

Pr opulsion Contr ol System Alphatr onic 2000

288
OVER FAUL T
ALARM LOAD

STO P ACCEPT
NANCE HORN
144

SHUT LOAD S1 S2 S3 S4
DOWN REDUC.

ENGINE BRIDG E L OCAL CANCEL CANCEL LOAD

CONTRO L SHU T LOAD RESTRICT NER Y ESC EN T
CONTRO L DOWN REDUC . CANCEL CONTRO L
ROOM

PROPELLER PROPELLER
SEP CONST . COMBI RESET RESET IN TA KE
SHUT LOAD CONTROL RPM RPM
RATE SPEED NATO R REDUC . CONTRO L CONTRO L
DOWN
ON/OFF

Fig. 29: Main bridge layout for single propeller plant

Fig. 31: Bridge wing layout for double propeller plant

24 Alphatronic 2000 PCS – Propulsion Control System Alphatronic 2000 PCS – Propulsion Control System 25
Cable Plans „„ Power supply cables must be at
Cable plan and connection lists show- least of size 2.5
ing each cable connection to control
system terminals are supplied by MAN „„ If the supply cable length between
Diesel & Turbo – after the Purchase the bridge and the engine room is
Contract has been signed and upon in excess of 60 metres, the voltage
receipt of all necessary shipyard infor- drop should be considered
mation.
„„ The signal cables should have wires
In order to ensure the optimum func- with cross sectional area of min 0.75
tion, reliability and safety of the control and max 1.5
system, without compromise – the fol-
lowing installation requirements must „„ All cables should be shielded and the
be taken into consideration: screen must be connected to earth
(terminal boxes) at both ends
„„ Signal cables are not to be located
mm2 alongside any other power cables
conducting high voltage (ie large
motors etc) or radio communication
cables. The remote control signals
can be disturbed by current induced
into the cables from their immediate
environment. Induced current may
disturb or even damage the elec-
tronic control system if the cables
mm2 are not installed according to our
Installation Guidance.
Commissioning Instruction Manual „„ Operation and maintenance guide
As part of the on–board acceptance As part of our technical documentation, lines
procedures, a final system test of the an instruction manual will be forwarded.
remote control system is carried out by The instruction manual is tailor–made „„ Spare parts plates
MAN Diesel & Turbo commissioning en- for each individual control system and
gineers. includes: The standard manual is supplied in a
„„ Descriptions and technical data printed version – and can as an option
A number of Classification Societies be forwarded in electronic file formats.
usually require the on–board test to be
performed in the presence of a survey-
or before the official sea trial. Prior to
the functional test, and even before the
power supply voltage is switched on –
the cable plan and connection lists are
cross–checked with all wiring and con-
nections made by the shipyard.

BRIDGE AREA ENGINE AREA The MAN Diesel & Turbo procedure
for Alphatronic Remote Control Sys-
tem Test is carried out in accordance
MHP_3 PIP_3
W43 4x0.75
with an exhaustive check list covering
MANOEUVRE HANDLE PROPELLER INSTR. SLAVE 3
2052231‡3 2050070‡7

PCS
a number of tasks within the following
W42 6x1.5

W44 7x1.5

PROPULSION CONTROL
SYSTEM

categories:
MHP_2 W33 4x0.75 PIP_2 SLAVE 2
„„ Power up and control room respon-
MANOEUVRE HANDLE PROPELLER INSTR.
2052231‡3 2050070‡7
sibility
W7S 2x0.75
FUEL OIL INSTR.
W8S 2x0.75

Q96
W32 6x1.5

W34 7x1.5

706974‡3

„„ Control panel operations and indica-

MHP_1 W23 4x0.75 PIP_1 W25 3x0.75 PCP_1 SLAVE 1
tions
MANOEUVRE HANDLE PROPELLER INSTR. PROPULSION CTRL.
2052231‡3 2050070‡7 2048505‡1

Manoeuvre responsibility and trans-

W28 2x1.5
W26 2x2x0.75 *
W27 2x2x0.75 *

„„
W22 6x1.5

W24 7x1.5

WOODWARD
W71 12x1.5 SERVO UNIT
MAX. LENGTH 10 M BOX 11
fer
W75 4x0.5 SHIP ALARM SYSTEM
W66 3x2x0.75 **
MAIN‡ENGINE W73 3x2x0.5 ** SHIP ALARM SYSTEM
W65 3x0.75 BOX 1
MHP_M W13 4x0.75 PIP_M W15 3x0.75 PCP_M MAIN W72 10x1.5 STAND‡BY PUMP STARTER
MANOEUVRE HANDLE PROPELLER INSTR. PROPULSION CTRL. BRIDGE
2052410‡0
Failure and alarm simulation
2052235‡0 2050070‡7 2048505‡1
W64 8x1.5
W74 4x1.5 „„
W63 2x1.5
W49 10x1.5
W39 10x1.5
W29 10x1.5
W19 10x1.5

W62 16x1.5
W61 2x1.5
W18 2x1.5 2052390‡5
W17 2x2x0.75 *
W16 2x2x0.75 * „„ Propeller pitch back–up control
W14 7x1.5
W12 6x1.5 W296 2x0.75
W10 2x0.75 W295 5x0.75 GEAR TERMINAL BOX
W294 12x1.5 X41 X52.1
W5 6x1.5
W293 4x1.5
2018448‡6
„„ Shaft alternator control
ESC
ELECTRIC SHAFT
2048548‡2
W107 14x0.75
W1 4x1.5
PMS/SWITCH BOARD The commissioning engineers will ad-
NOT MAN B&W SUPPLY

24V DC SUPPLY
Safety system. Fuse 10A nominel consumption 150W
Remote control. Fuse 10A nominal consumption 150W
W101 2x2.5
W102 2x2.5
just all lever positions and order signals
Abbreviations are

as preparation for the fine tuning of set-

SHIP ALARM SYSTEM W103 4x0.75 specified in
2047850‡6
* Type 3 cable
** Type 2 cable
Other Type 1 cable
tings for propeller pitch, fuel index etc
The type is specified
in the Installation
Guidance. performed during the sea trials.
2047849‡6

Fig. 32: Example of cable plan Fig. 33: Example of connection list

26 Alphatronic 2000 PCS – Propulsion Control System Alphatronic 2000 PCS – Propulsion Control System 27
All data provided in this document is non-binding. This data serves informational
purposes only and is especially not guaranteed in any way. Depending on the
subsequent specific individual projects, the relevant data may be subject to
changes and will be assessed and determined individually for each project. This
will depend on the particular characteristics of each individual project, especially
specific site and operational conditions. Copyright © MAN Diesel & Turbo.
5510-0096-02ppr Jan 2013 Printed in Denmark

MAN Diesel & Turbo

Niels Juels Vej 15
DK-9900 Frederikshavn, Denmark
Phone +45 96 20 41 00
Fax +45 96 20 40 30
info-frh@mandieselturbo.com
www.mandieselturbo.com
www.manalpha.com

MAN Diesel & Turbo – a member of the MAN Group