Technical Publication

Technical Publication
Propulsion Control System

PCS-5
MTU/DDC Series 4000
Marine applications
Documentation Part 1
Structure and function
E531693/01E
MTU assuring you:
ISO 9001 certification
Quality assurance in design/development, production, installation and service
CE conformity
- Guideline 73/23/EEC – Low voltage guideline –
dated February 19, 1973 with amendment dated July 22, 1993
(guideline 93/68/EEC)
- Guideline 89/336/EEC – Guideline on electromagnetic compatibility –
dated May 3, 1989 with amendment dated April 28, 1992
(guideline 92/31/EEC)
CE conformity is influenced if the product is installed incorrectly, an assembly or system is misused
and/or genuine MTU components are not used.
Printed in Germany
E 2002 Copyright MTU Friedrichshafen GmbH
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Übersetzung, Mikroverfilmungen und die Einspeicherung und / oder Verarbeitung in elektronischen Systemen, einschließlich Datenbanken
und Online-Diensten.
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Änderungen bleiben vorbehalten.
Printed in Germany
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MTU Friedrichshafen GmbH. This restriction also applies to copyright, distribution, translation, microfilming and storage or processing on
electronic systems including data bases and online services.
This handbook is provided for use by maintenance and operating personnel in order to avoid malfunctions or damage during operation.
Subject to alterations and amendments.
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Tout droit réservé pour cet ouvrage dans son intégralité. Toute utilisation ou exploitation requiert au préalable l’accord écrit de MTU
Friedrichshafen GmbH. Ceci s’applique notamment à la reproduction, la diffusion, la modification, la traduction, l’archivage sur microfiches,
la mémorisation et / ou le traitement sur des systèmes électroniques, y compris les bases de données et les services en ligne.
Le manuel devra être observé en vue d’éviter des incidents ou des endommagements pendant le service. Aussi recommandons-nous à
l’exploitant de le mettre à la disposition du personnel chargé de l’entretien et de la conduite.
Modifications réservées.
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reproducción, difusión, transformación, traducción, microfilmación, grabación y/o procesamiento en sistemas electrónicos, entre los que se
incluyen bancos de datos y servicios en línea, precisa de la autorización previa de MTU Friedrichshafen GmbH.
El manual debe tenerse presente para evitar fallos o daños durante el servicio, y, por dicho motivo, el usario debe ponerlo a disposición del
personal de mantenimiento y de servicio.
Nos reservamos el derecho de introducir modificaciones.
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GmbH.
II 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.
Con riserva di modifiche.
Guide Page I
FRIEDRICHSHAFEN
Table of contents
Table of contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I
Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IV
General information about documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VII
1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.1 Possible applications of Propulsion Control System PCS-5 . . . . . . . . . . . . . 3
1.2 Integration of Propulsion Control System PCS-5 in other MTU systems . . 4
2 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2.1 Features of Propulsion Control System PCS-5 . . . . . . . . . . . . . . . . . . . . . . . . 7
2.2 Possible applications of Propulsion Control System PCS-5 . . . . . . . . . . . . . 8
2.3 Component parts of Propulsion Control System PCS-5
(maximum configuration) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.4 Overview of field bus systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.4.1 PCS field bus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.4.2 RCS field bus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.5 Overview of safety features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
3 Structure and function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

3.1 Assemblies of Propulsion Control System PCS-5 . . . . . . . . . . . . . . . . . . . . . 12
3.1.1 Engine-mounted assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.1.1.1 Engine Control Unit ECU 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.1.1.2 Engine Monitoring Unit EMU 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
3.1.2 Assemblies for gear control and monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . 16
3.1.2.1 Gear Control Unit GCU 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
3.1.2.2 Gear Monitoring Unit GMU 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
3.1.3 Assemblies for waterjet/propeller control and monitoring . . . . . . . . . . . . . . . 18
3.1.3.1 Waterjet/Propeller Control Unit PCU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
3.1.4 Superordinate assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
3.1.4.1 Local Operating Panel LOP 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
3.1.4.2 Dialog unit (option) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
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Table of contents (cont.)
3.2 Monitoring - regulation - control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
3.2.1 Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
3.2.2 Error and alarm handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
3.2.3 Regulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
3.2.3.1 Speed/injection governing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
3.2.3.2 Nominal speed value handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
3.2.3.3 Power limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
3.2.4 Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
3.2.4.1 Engine start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
3.2.4.2 Emergency engine start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
3.2.4.3 Engine stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
3.2.4.4 Emergency engine stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
3.2.4.5 Charger control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
3.2.4.6 Cylinder cutout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
3.2.4.7 Recirculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
3.2.4.8 Gear control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
3.2.4.9 Clutch command handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
3.2.5 Power supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
3.2.6 FMEA (failure mode and effect analysis) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
3.3 Bus systems/communication technology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
3.3.1 The CAN bus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
3.3.2 Network management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
3.3.3 Redundant switching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
4 Safety features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
4.1 Safety functions of Propulsion Control System PCS-5 . . . . . . . . . . . . . . . . . 38
4.2 Safety system SISY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
4.2.1 Safety system SISY assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
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Guide Page III
FRIEDRICHSHAFEN
Table of contents (cont.)
4.2.2 Functions of safety system SISY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

4.2.2.1 Activities of the safety system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
4.2.2.2 Safety shutdowns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
4.2.3 Safety system override . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
4.3 Integral Test System (ITS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
4.3.1 Monitoring internal electronics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
4.3.2 Monitoring sensors/actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
4.3.3 Monitoring bus communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
5 Integration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
5.1 Propulsion Control System PCS-5 scopes of supply . . . . . . . . . . . . . . . . . . . 45
5.1.1 Monitoring I - PCS-5 standard scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
5.1.2 Monitoring II - PCS-5 fulfilling classification standards . . . . . . . . . . . . . . . . . 46
5.2 Propulsion Control System PCS-5 in conjunction with

superordinate systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
5.2.1 Propulsion Control System PCS-5 with MCS-5 Type 1 . . . . . . . . . . . . . . . . . 47
5.2.2 Propulsion Control System PCS-5 with MCS-5 Type 2 . . . . . . . . . . . . . . . . . 48
5.2.3 Propulsion Control System PCS-5 with interfaces for external systems . . 49
5.2.4 Propulsion Control System PCS-5 with MCS-5 Type 1 and RCS-5 . . . . . . 50
Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
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Page IV Guide
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Abbreviations
a Acceleration
BR Baureihe, series (in this case engine series)
CAN Controller Area Network (bus designation)

CB Connection Box
ECS Engine Control System

ECU Engine Control Unit
EMU Engine Monitoring Unit (additional monitoring unit)
f Formula for frequency

fL Limit frequency
FPP Fixed Pitch Propeller
g Acceleration due to gravity

GCU Gear Control Unit
GMU Gear Monitoring Unit
I/O Input/Output
I Formula for electrical current
IIn Input current
IEC International Electrotechnical Commission
IP International Protection
LED Light Emitting Diode

LOP Local Operating Panel
mA Milliampere
min Minute
mV Millivolt
MCS-PO Main control console
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Guide Page V
FRIEDRICHSHAFEN
Abbreviations (cont.)
MTU Motoren- und Turbinen-Union

MCS Monitoring and Control System
n Speed
p Pressure
PCU Propeller Control Unit
PCS Propulsion Control System
PIM Peripheral Interface Module
PPS Programmable Process Station
R Formula for electrical resistance

RAM Random Access Memory
RCS Remote Control System
RS422 Recommended Standard (interface standard)
s Second
SCL Single Control Lever
SDAF Shut Down Air Flap
SISY Sicherheitssystem, safety system
SP Spare Part
STn Connector designation
T Temperature
U Voltage
UOut Output voltage
UB Ship’s voltage (+24 V)
UIn Input voltage
V Volt
VCC Operating voltage
VDC Voltage Direct Current
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Page VI Guide
FRIEDRICHSHAFEN
Abbreviations (cont.)
Vpp Voltage value peak - peak
xpp Vibration test deflection, peak - peak value
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Guide Page VII
FRIEDRICHSHAFEN
General information about documentation
Documentation structure
Documentation Title/contents Target group

Part
1 Structure and function Operating personnel, plant personnel
2 Operation Operating personnel
3 Maintenance and Operating personnel, plant personnel

repair
(Plant personnel)
4 Maintenance and Electronics service personnel
repair familiar with the plant
(Service personnel)
5 Illustrated Operating, service and logistics personnel
parts catalog
6 Order-specific Electronics service personnel
adaptation
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 preceding
parts, 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 figure
number and, separated by an oblique, the reference number of the detail are written in
brackets. 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 be
seen in the figure.
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Page VIII Guide
FRIEDRICHSHAFEN
Conventions for symbols
Rectification of a fault marked with this symbol either requires the

customer’s service personnel or service personnel provided by MTU.
The affected assembly can be sent to MTU for repairs.
Such a fault cannot be repaired by ship’s personnel.
Further troubleshooting or fault rectification requires work to be performed

on the engine with reference to the engine documentation.
Further troubleshooting or fault rectification requires mechanical work to be per-

formed on other assemblies or equipment with reference to the relevant docu-
mentation.
Refer to other MTU manuals for more information.
Note: Additional information provided for reasons of clarity (e.g. if an explanation is of

an exemplary nature only).
' Fig. X Refer to fig. X for more information (cross reference to a figure).
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Chapter 1
Introduction
FRIEDRICHSHAFEN Page 1
Chapter 1
Introduction
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Chapter 1
Introduction
Page 2 FRIEDRICHSHAFEN
1 Introduction
Technology
Reliability
✔ High-quality components
✔ Self-test system ITS
✔ Hierarchical structure
✔ Redundant field bus system
✔ Modular sub-system structure
✔ Distributed intelligence
✔ Easily upgraded
✔ FMEA
✔ High processing speed
✔ High availability
✔ Integral user information system
PCS-5
characteristics
Logistics Quality
✔ Few basic components ✔ Software quality assurance
✔ Reduced spare part stockkeeping ✔ Type-approved devices
✔ Straightforward maintenance ✔ ISO 9001
✔ Substantially reduced training ✔ EMC
requirements ✔ CE certification
Fig. 1: PCS-5: Characteristics
PCS-5
Stands for “Propulsion Control System 5th generation”
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 of
modular system structures
Automated propulsion systems can be realized cost-effectively with PCS-5 - from simple
yacht propulsion plants right up to sophisticated multiple shaft systems. Even complex
propulsion systems can be realized using just a few standardized modules.
PCS-5 is used in conjunction with MTU/DDC Series 4000, DDC/MTU Series 2000 and
others.
PCS-5 - a step in the right direction
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Chapter 1
Introduction
1.1 Possible applications of Propulsion Control System PCS-5
PCS-5 applications
User Operator
Operator inputs Display Alarms

Propulsion Control System
PCS-5
Acquisition Control
Engine
Sensors Actuators
Plant
Marine propulsion Power units Vehicles Railway applications

plants
Fig. 2: Possible applications of PCS-5
Propulsion Control System PCS-5 can be used in the following fields of application:
Marine propulsion plant comprising
- Engine
- Gearbox
- Propulsion system (waterjet or propeller)
Power units (engine)
Railway applications
Vehicles
This manual is concerned with marine propulsion applications in conjunction with MTU/
DDC Series 4000 and covers all units.
Reference documentation:
Refer to the relevant engine and unit manuals for more information about their
respective features, functions and structure (see appendix).
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Chapter 1
Introduction
1.2 Integration of Propulsion Control System PCS-5 in other MTU systems
MCS-5 RCS-5
PCS-5
Fig. 3: Integration of PCS-5 and other MTU electronic systems
PCS-5 can interact with the 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
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Chapter 2
Overview
Chapter 2
Overview
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Chapter 2
Overview
2 Overview
Propulsion Control System PCS-5 for marine propulsion plants is located in the engine
room. One PCS-5 Propulsion Control System is used for each propulsion line. If the ship
is equipped with two symmetrical shafts (port and starboard propulsion lines), the two
PCS-5 Propulsion Control Systems are identical. If the ship is equipped with a middle
engine, its PCS-5 may be configured differently to those of the port and starboard engi-
nes.
Figure 4 is a schematic representation showing the integration of PCS-5 in a twin shaft

propulsion plant including Remote Control System RCS and Monitoring and Control
System MCS.
The scope of the Propulsion Control System PCS-5 is highlighted by the frames in the
figure.
ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ MCS-5
PCS field bus

RCS-5 RCS-5
RCS coordination field bus
PCS-5 PCS-5
Port Starboard
PCS field bus PCS field bus
EMU ECU EMU ECU

PCU GCU/GMU PCU GCU/GMU
LOP LOP
ÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁ
ÁÁÁ
Á
ÂÁ ÁÁÁÁ
Á ÁÁÁÁ
ÁÁ
Â ÁÁ
ÁÁ
ÁÁÁÁÁ
ÁÁ ÁÁ
Á
ÁÁ ÁÁÁ
ÁÁÁÁÁ
Á
ÁÁÁ
ÂÁ ÁÁÁÁÁÁÁ
ÁÁÁÁ
Á ÁÁ
Á
ÁÁÁÁ
Â Á
ÁÁ
Á ÁÁÁÁ
ÁÁÁÁ Á
Fig. 4: Configuration of a twin shaft propulsion plant
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Chapter 2
Overview
2.1 Features of Propulsion Control System PCS-5
The Propulsion Control System incorporates the following features:

Management of an MTU marine propulsion plant:
Propulsion management means that propulsion plant operation is optimized
with regard to
- Operational reliability
- A high degree of automation
- Fuel consumption
- Broad engine characteristic map
- Nominal power
- Speed stability
- Running smoothness
- Exhaust emission
Independent units for the control and monitoring of the propulsion components
engine, gearbox and waterjet or propeller
Operation by
- Local Operating Panel (Local mode), a part of PCS-5
- Monitoring and Control System (option, superordinate system)
- Remote Control System (option, superordinate system)
Modular structure with standard units for varying requirements
Defined interface for superordinate automation systems
Engine protected by safety system SISY (extended safety system with additio-
nal monitoring unit EMU 1)
Sophisticated ITS (integral test system)
Redundancy ensures high reliability (available as option or extension)
Multi-circuit power supply with reciprocal monitoring
Straightforward software handling using pluggable data modules and the down-
loading of programs and parameters from a PC
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Chapter 2
Overview
2.2 Possible applications of Propulsion Control System PCS-5
The Propulsion Control System may be used in a multitude of applications, but mainly for
the following:
Independent operation with local control/monitoring
Integration in a superordinate system (with a Remote Control System and/or
Monitoring and Control System)
Use in complex propulsion plants involving several engines and/or shafts
(several PCS-5 for combined systems)
2.3 Component parts of Propulsion Control System PCS-5

(maximum configuration)
The following assemblies are included in the maximum scope of supply of Propulsion
Control System PCS-5 for one propulsion line:
Engine Control Unit ECU 4 (see chap. 3.1.1.1)
Independent Engine Monitoring Unit EMU 1 (see chap. 3.1.1.2)
Local Operating Panel LOP 1 (see chap. 3.1.4.1)
Gear Control Unit GCU 1 (see chap. 3.1.2.1)
Independent Gear Monitoring Unit GMU 1 (see chap. 3.1.2.2)
Propeller Control Unit PCU (see chap. 3.1.3.1)
For commissioning, analysis and servicing (option):

Dialog unit (see chap. 3.1.4.2)
The various examples (see chap. 5) also show the minimum configuration for operation in
conjunction with an MTU/DDC Series 4000 engine.
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Chapter 2
Overview
2.4 Overview of field bus systems
2.4.1 PCS field bus
The PCS field bus has the following tasks:

Transmission of process values and control commands for the superordinate
control system RCS-5. The interface to RCS-5 is a CAN/CAN gateway on com-
bined systems or by direct link. This results in a logical and physical separation
of the PCS-5 and RCS-5 systems. Emphasis is placed on separating logic
(separating data) possible on both versions.
Transmission of measured and limit values from the PCS units to the Monito-
ring and Control System MCS-5. The interface to MCS-5 is realized by a Pro-
grammable Process Station PPS. Logical and physical separation of the PCS-5
and MCS 5 systems is also featured here.
Transmission of data between PCS-5 units for further processing or output of
transmitted process values (e.g. signals relevant to engine control).
The PCS field bus is of redundant design and has a decentralized network
structure.
2.4.2 RCS field bus
Function and tasks of the RCS field bus are described in “Propulsion plant
Remote Control System RCS-5 FPP/B” Part 1, document no. E 531 661.
RCS coordination field bus
The RCS coordination field bus has the following task:

Transmission of process values in single control lever mode (SCL) and control
commands
Note: This bus is only used in combined systems.
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Chapter 2
Overview
2.5 Overview of safety features
An extensive range of safety features is included in PCS-5 to protect propulsion compo-

nents and increase operational reliability:
Safety system SISY to protect the engine (see chap. 4.2).
Integral Test System ITS to monitor electronics, bus communication, sensors/
actuators and power supply (see chap. 4.3).
Independent monitoring equipment for each propulsion component
Multi-circuit, monitored power supply
Safety-relevant signals (e.g. emergency stop) parallel wired
Redundant field bus system
Functional separation of control, monitoring and safety circuits
Redundant safety circuits with reciprocal monitoring
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Chapter 3
Chapter 3
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Chapter 3
3 Structure and function
3.1 Assemblies of Propulsion Control System PCS-5
The assemblies of the Propulsion Control System are divided into four categories:
Engine assemblies:
This refers to all assemblies directly involved in engine control and monitoring
Gear assemblies
These assemblies are used for monitoring and controlling all functions of the
gear (including the clutch)
Waterjet/propeller assemblies
Includes all assemblies required for monitoring and controlling the actual pro-
pulsion components (waterjet drive or controllable pitch propeller)
Superordinate assemblies
A number of assemblies are used for central functions or provide functions for a
range of equipment; these assemblies are superordinate to the overall propul-
sion plant (engine, gear, waterjet or propeller). They are primarily:
- Local Operating Panel LOP 1
- Dialog unit
These assemblies and their functions are described briefly in the chapters below.
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Chapter 3
3.1.1 Engine-mounted assemblies
3.1.1.1 Engine Control Unit ECU 4
Fig. 5: Engine Control Unit ECU 4
Use
The ECU 4 assembly is a speed and injection governor for MTU/DDC Series 4000. It is
mounted on the engine.
Engine Control Unit ECU 4 features:

Control of mapped individual CR (Common Rail) injection systems
Up to 20 injection valves controlled
Communication with PCS-5 devices and superordinate systems via CAN bus
Self-monitoring and diagnosis
Extensive I/O features
Limit value monitoring of vital measuring points
Output of an engine stop or emergency engine stop signal in case of limit value
violation
Engine and plant related settings in pluggable memory modules
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Chapter 3
Diagnosis by RS232 interface for dialog unit

Online programming by downloading (dialog unit)
Configurable via interface (RS232)
Structure
Engine Control Unit ECU 4 is installed in a diecast housing with a screw-fitted cover. One
ECB 4 printed circuit board is located inside the housing; it incorporates all the electronic
components (with the exception of the smoothing capacitor).
Refer to “Engine Control Unit Type ECU 4, MTU/DDC Series 4000, Marine
applications”, Documentation Part 1, document no. E 531 685 for a detailed
description of this assembly and its functions.
3.1.1.2 Engine Monitoring Unit EMU 1
Fig. 6: Engine Monitoring Unit EMU 1
Use
Engine Monitoring Unit EMU 1 extends the range of measuring points provided by Engine
Control Unit ECU 4. Furthermore, it has a second, independent safety system to protect
the engine.
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Chapter 3
Engine Monitoring Unit EMU 1 features:

Speed, level, temperature and pressure inputs
Up to 20 exhaust temperature inputs for NiCr-Ni sensors
(housing reference temperature measuring on the printed circuit board of
Engine Monitoring Unit EMU 1)
Communication with PCS-5 units and the superordinate system via CAN bus
Self-monitoring and diagnosis
Extensive I/O features
Output of an engine stop or emergency engine stop signal in case of limit value
violation
Engine and plant related settings in a pluggable memory module
RS232(422) interface
Online programming by downloading (dialog unit)
Structure
Engine Monitoring Unit EMU 1 is installed in a diecast housing with a screw-fitted cover. It
can be attached to Engine Control Unit ECU 4 using the threaded bores provided.
One EMB 1 printed circuit board is located inside the housing; it incorporates all the elec-
tronic components.
Refer to “Engine Monitoring Unit Type EMU 1, MTU/DDC Series 4000 and
DDC/MTU Series 2000, Marine applications”, Documentation Part 1, document
no. E 531 686 for a detailed description of this assembly and its functions.
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Chapter 3
3.1.2 Assemblies for gear control and monitoring
3.1.2.1 Gear Control Unit GCU 1
Fig. 7: Gear Control Unit GCU 1
Use
Gear Control Unit GCU 1 is used to control gear functions and for basic gear monitoring. It
is installed in the engine room generally in the vicinity of the Local Operating Panel. Gear
Control Unit GCU 1 features:
Execution of gear control commands from the CAN bus on clutch valves
Logic operations - control commands, interlocks etc.
Communication with PCS-5 units and the superordinate system via the PCS-5
field bus
Output of an engine stop signal in case of limit value violation
Straightforward system integration due to the use of standard components
Structure
Gear Control Unit GCU 1 is installed in a steel housing with a connector on one side. A
cable entry plate is provided on the bottom of the housing for the ship’s wiring to sensors
and actuators on the gear.
Refer to “Gear Control Unit GCU 1, MTU/DDC Series 4000 and DDC/MTU
Series 2000, Marine applications”, Documentation Part 1, document no.
E 531 689 for a detailed description of this assembly and its functions.
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Chapter 3
3.1.2.2 Gear Monitoring Unit GMU 1
Fig. 8: Gear Monitoring Unit GMU 1
Use
Gear Monitoring Unit GMU 1 extends the range of measuring points provided by Gear
Control Unit GCU 1. Furthermore, it includes a second, independent safety system to pro-
tect the gear. Gear Monitoring Unit GMU 1 features:
field bus
Output of an engine stop signal in case of limit value violation
Structure
Gear Monitoring Unit GMU 1 is installed in the steel housing of Gear Control Unit GCU 1
(see chap. 3.1.2.1). The (additional) Gear Monitoring Unit GMU 1 extends Gear Control
Unit GCU 1 forming the assembly referred to as “Gear Control and Monitoring Unit GCU/
GMU 1”.
Refer to “Gear Monitoring Unit GMU 1, MTU/DDC Series 4000 and DDC/
MTU Series 2000, Marine applications”, Part 1, document no. E 531 690 for a
detailed description of the entire assembly and all functions.
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Chapter 3
3.1.3 Assemblies for waterjet/propeller control and monitoring
3.1.3.1 Waterjet/Propeller Control Unit PCU
Fig. 9: Waterjet/Propeller Control Unit PCU (example: Terminal box type 2)
Use
Propeller Control Unit PCU is used to control propellers (on CPP systems) and waterjet
functions (on WJ systems). Furthermore, the respective propulsion components can be
monitored with the aid of Propeller Control Unit PCU. Propeller Control Unit PCU is inten-
ded for installation in the vicinity of the ship’s propulsion plant. It features:
Execution of control commands from the CAN bus
Logic operations - control commands, interlocks etc.
field bus
Structure
Propeller Control Unit PCU is installed in an aluminium housing.
Refer to “Waterjet/Propeller Control Unit PCU, MTU/DDC Series 4000 and
DDC/MTU Series 2000”, Documentation Part 1 for a detailed description of this
assembly and its functions.
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Chapter 3
3.1.4 Superordinate assemblies
3.1.4.1 Local Operating Panel LOP 1
Fig. 10 : Local Operating Panel LOP 1
Use
Local Operating Panel LOP 1 is an emergency control console (Local Control Unit) instal-
led in the vicinity of the engine. The Local Operating Panel houses numerous components
such as the LCU (Local Control Unit), LMU (Local Monitoring Unit) and the CIB (Connec-
ting Interface Board).
Local Operating Panel LOP 1 is normally located in the engine room in the vicinity of the
engine. On smaller ships with limited access to the engine room, the Local Operating
Panel can also be installed outside the engine room.
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Chapter 3
The Local Operating Panel features:

Emergency control console functions
- Ready for operation on/off
- Local/remote control switching
- Engine start/stop
- Emergency engine stop
- Speed control by up/down luminous pushbuttons
- Gear control (depending on the type of gear) by luminous pushbuttons
- Alarm acknowledgement/safety system reset
- Dimming, lamp test
- Overspeed test execution
Display and alarm signalling (LCD)
Start/stop/emergency stop control logic with start device control
Communication with PCS-5 units and the superordinate system via PCS-5 field
bus
Power supply for PCS-5 assemblies and superordinate systems (MCS)
Input and output voltage monitoring
Control of visual and audible alarm devices in the engine room
Monitoring of measuring point limit values in the engine room, e.g. start air
pressure, exhaust backpressure, water level in fuel prefilter
Structure
Local Operating Panel LOP 1 is installed in a steel housing. Sockets are provided on one
side of the housing for connecting prefabricated cables to Engine Control Unit ECU 4 and
Engine Monitoring Unit EMU 1 on the engine and for Gear Control and Monitoring Unit
GCU 1 or GCU/GMU 1 in the engine room. A cable entry plate is installed on the bottom
of the housing for ship’s cabling for the devices and sensors in the engine room and the
superordinate systems in the control consoles. The following assemblies are integrated in
the Local Operating Panel for operation:
Alphanumeric LCD to display propulsion operating data and system messages
Three control panels PAN for controlling functions in Local mode
Refer to “Local Operating Panel Type LOP 1, MTU/DDC Series 4000 and DDC/
MTU Series 2000, Marine applications”, Documentation Part 1, document no.
E 531 687 for a detailed description of this assembly and its functions.
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Chapter 3
3.1.4.2 Dialog unit (option)
Fig. 11 : Dialog unit
Use
The dialog unit is an aid to servicing or evaluating, diagnosing and updating software of
the assemblies of Propulsion Control System PCS-5.
The dialog unit is available from MTU as an option.
The menu-guided software makes it possible to:

Modify/update software: Change programs by downloading
Diagnose malfunctions
Program/assign parameters on replacing electronic assemblies or the engine
itself
Structure
The dialog unit is a customized, portable PC with printer and peripheral connections. All
components are ready for use in a handy case.
Refer to “Portable dialog unit”, Documentation Part 1, document no. E 531 438
for a detailed description of this unit and its functions.
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Chapter 3
3.2 Monitoring - regulation - control
The functions of Propulsion Control System PCS-5 can be divided into three groups:
Monitoring
Regulation
Control
In addition, there is a safety circuit to protect the engine.
Monitoring Regulation
of operating values Engine speed
Temperatures Injection pressure
Pressures Injection timing
Power limitation
Speeds
Levels
Control
Start/stop/emergency stop
Charger switching
Cylinder cutout
Recirculation
Clutch/gear
Fig. 12 : Monitoring - regulation - control
The engine monitoring and regulation functions are realized by the parts of Propulsion
Control System PCS-5 referred to as Engine Control Unit ECU 4 (see chap. 3.1.1.1) and
Engine Monitoring Unit EMU 1 (see chap. 3.1.1.2). These parts of Propulsion Control
System PCS-5 are installed directly on the engine as their respective functions are purely
related to the engine.
Control and monitoring of the other propulsion components (gear, propeller or waterjet
and shaft) are realized by the additional assemblies Gear Control Unit GCU, Gear Monito-
ring Unit GMU and Propeller Control Unit PCU.
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Chapter 3
3.2.1 Monitoring
The monitoring system is intended to inform the operator about the current state of the
plant. Malfunctions and limit value violations which are detected result in an alarm.
Propulsion Control System PCS-5 monitors limit values defined by the manufacturer at
measuring points on the engine and other propulsion components. The following opera-
ting values are acquired at the measuring points on the engine:
Temperatures
Pressures
Engine speed
Charger speed
Injection pressure
Levels
Audible and visual warnings are output in case of limit value violation depending on the
type and priority of the measured values.
Vital measured values are shown on the display of Local Operating Panel LOP 1.
Combined alarms are also signalled audibly and visually here.
Safety circuit
If necessary, Propulsion Control System PCS-5 automatically takes measures to maintain

operability or protect the engine, e.g. emergency shutdowns and reduced service.
Propulsion Control System PCS-5 also detects and signals sensor failure.
The Integral Test System constantly monitors operation of the hardware and software of
Propulsion Control System PCS-5. Vital measured values and individual alarms can be
transmitted to a superordinate Monitoring and Control System via the PCS-5 field bus.
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Chapter 3
3.2.2 Error and alarm handling
An alarm occurring anywhere in the system is indicated after a maximum of 2 s.
Alarms are divided into three priorities within the system. They are grouped into two alarm
levels, namely yellow and red alarm, for display on the process visualization system.
Warnings
are indicative of minor faults or represent a prewarning of an alarm (e.g. first
limit value violated)
Alarms
are indicative of serious malfunctions leading to restricted operation or failure of
one or more components (e.g. second limit value violation).
Warnings and alarms may be caused in the target system (e.g. lube oil pressure too low)
or in PCS-5 units (system error).
Alarms are:
Handled dynamically (alarm is reset when the alarm has been acknowledged
and is no longer present)
or
Stored (the alarm is reset when the alarm has been acknowledged, is no longer
present and the memory is reset)
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Chapter 3
3.2.3 Regulation
3.2.3.1 Speed/injection governing
The engine speed governor integrated in Engine Control Unit ECU 4 has the following
functions:
Maintaining the desired engine speed under varying load conditions
Adjusting the engine speed when settings are changed by the operator
Other tasks of Engine Control Unit ECU 4 with regard to speed governing are:
Setting defined feeding on starting the engine
Engine safety shutdown
Optimizing performance characteristics, exhaust emission values and fuel con-
sumption
Protecting the engine against overloading
Engine governing incorporates protective functions for the engine, e.g. power limitation by
limiting the amount of fuel injected depending on certain operating values and conditions.
Engine speed setting (nominal value) can be switched between:

Remote Control System (setting via CAN bus or analog/binary signal)
Local operation on the integral LOP with luminous pushbuttons
3.2.3.2 Nominal speed value handling
The speed setting (= nominal speed value) is the reference variable for the engine speed
control loop. The nominal speed is set via the CAN bus under normal operating conditions
(with Remote Control System RCS-5 connected).
An analog input (4 mA ... 20 mA) and binary up/down inputs are provided for connecting
remote control systems produced by other manufacturers. It is possible to switch between
analog and binary speed setting using a separate binary input.
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Chapter 3
3.2.3.3 Power limitation
Dynamic quantity limits, e.g. variable fuel injection limits, protect the engine against over-
loading and optimize the exhaust emission values. Engine Control Unit ECU 4 determines
the maximum injection quantity on the basis of preset and saved engine characteristic
maps.
The result is:

Speed-dependent feeding limitation (DBR)
Feeding limitation as a function of charge air pressure
Feeding limitation as a function of fuel temperature
Feeding limitation in case of charger overspeeding
Fixed quantity limits used for power limitation and reduction protect the engine in case of
High coolant temperature
(limit depending on engine manufacturer and classification requirements)
Electronic fault
Supply voltage out of range
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Chapter 3
3.2.4 Control
Propulsion Manual command input

control
settings Remote control setting
Control Feedback
command
Charger switching
Control functions Control command
of Propulsion Cylinder cutout
Control System Feedback
PCS-5
Recirculation
Clutch/gear
Fig. 13 : Electronic control
Propulsion Control System PCS-5 controls the following sequences and procedures auto-
matically on the basis of system settings or commands entered manually at the Local
Operating Panel or Remote Control System:
Cutting exhaust turbocharger ETC 2 in and out
Cylinder cutout
Recirculation
Clutch and gear
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Chapter 3
3.2.4.1 Engine start
Starting is controlled by a PAL-programmed sequence. This module is located on printed

circuit board CIB 3 in the Local Operating Panel.
Manual starts
Local
&
LOP Start LOP
Local w1
& &
MCS Start MCS
Gear neutral
SDAF closed (option) 1 Start sequence
External start interlock 1 Note: The gear neutral

and SDAF closed signals
are ignored when the
Ready for operation override signal is active.
Fig. 14 : Simplified start logic diagram
An engine start can be initialized by:

MCS-5 in Remote mode
Local Operating Panel LOP in Local mode (Local signal active)
3.2.4.2 Emergency engine start
An emergency start function is integrated in PCS-5. It starts the engine in case of emer-
gency disregarding some of the starting requirements. The only exception is the “Ready
for operation” signal which must be given by the operator. Furthermore, no external start
interlock may be applied.
Manual emergency start
External Emergency start &
External start interlock 1 Emergency start sequence
Ready for operation
Fig. 15 : Simplified emergency start logic diagram
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Chapter 3
The gear/clutch is automatically disengaged if necessary during an emergency start. Error

messages from priming and flame start units (if provided) are ignored.
An external pushbutton is required for the “Emergency engine start” function.
3.2.4.3 Engine stop
Manual stops
Local
&
LOP Stop LOP
Local w1
&
MCS Stop MCS
Automatic stops
EMU Stop
w
w11
GCU Stop
GMU Stop
ECU Stop
SDAF closed (option)

Engine stop and
& disengagement
Override 1
Fig. 16 : Simplified stop logic diagram
The stop command is output to Engine Control Unit ECU 4 which subsequently shuts off
fuel injection. A disengagement command is output to Remote Control System RCS and
Gear Control Unit GCU 1 parallel to the stop command to Engine Control Unit ECU 4.
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Chapter 3
3.2.4.4 Emergency engine stop

An emergency engine stop is executed unconditionally when an emergency stop signal is
detected.
The emergency shutdown is controlled by Connecting Interface Board CIB 3. In the case
of an automatic emergency shutdown (overspeeding), an emergency stop signal is trans-
mitted from Engine Control Unit ECU 4 and/or Monitoring Unit EMU 1 to Connecting Inter-
face Board CIB 3 which then activates the emergency shutdown.
All connections pertaining to the emergency stop signal flow are wired in parallel. A separate
protected and monitored undervoltage supplies the emergency stop circuit.
Depending on the accessories fitted on the engine, emergency stopping is realized by:
De-energizing Engine Control Unit ECU 4
Activating the shut down air flap(s)
Manual emergency stops
MCS Manual emergency stop w

w11
LOP Manual emergency stop Stop and disengagement
Automatic emergency stops Emergency stop

SDAF activation or
ECU ECU emergency stop De-energization of ECU
EMU EMU emergency stop
Extern. Emergency stop
Fig. 17 : Simplified emergency stop logic diagram
An engine stop and disengagement signal is simultaneously output with the emergency
stop signal.
3.2.4.5 Charger control

The exhaust turbochargers supply the diesel engine with the quantity of air required for
combustion at overpressure.
description of charger control functions.
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Chapter 3
3.2.4.6 Cylinder cutout
Individual cylinders may be deactivated in certain operating ranges.
description of cylinder cutout control functions.
3.2.4.7 Recirculation
Turbocharger efficiency is increased by diverting a part of the compressed (“charged”) air

to the exhaust channel at certain speeds.
description of the “recirculation” function.
3.2.4.8 Gear control
Gear control is effected by the GCU 1 assembly. The clutch setting (command) can be
switched at Local Operating Panel LOP 1 between:
Remote control (setting via CAN bus or binary signals)
Local control at Local Operating Panel LOP 1 with luminous pushbuttons)
Refer to “Gear Control Unit GCU 1, MTU/DDC Series 4000 and DDC/MTU
Series 2000, Marine applications”, Documentation Part 1, document no.
E 531 689 for a detailed description of these functions.
3.2.4.9 Clutch command handling
Clutch commands are usually set via CAN bus communication (when Remote Control
System RCS-5 is connected).
Binary clutch inputs are provided for remote control systems produced by other manufac-
turers.
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Chapter 3
3.2.5 Power supply
Main supply Emergency supply
PCS-5
LCU LMU
Local Local
Control Monitoring
Unit Unit

MCS main control console

UEMERG.STOP
MCS aux. control consoles
UControl 1 Dialog unit
UControl 2
ECU 4 Engine EMU 1
GCU 1 Gear GMU 1
Fig. 18 : PCS-5 supply concept for one engine system
The power supply and monitoring concept is based on two separate, independent supply
voltages - the main supply and the emergency supply.
Both voltages are combined with decoupling diodes, i.e. should one supply fail, the
system is immediately supplied with the second voltage.
The supply voltages for the individual units are separate for control (i.e. ECU 4 and
GCU 1) and monitoring (i.e. EMU 1 and GMU 1) and are protected by fuses.
All supply voltages, including main and emergency supply, are monitored by electronic cir-
cuits. Monitoring is also evaluated by the respective partner system to make it possible to
signal an alarm message even if one side should fail completely.
Relay contacts and are shown in the operating state, i.e. all voltages OK. The con-
tact opens in case of power failure. A binary input of the partner system reads in the
switching state.
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Chapter 3
3.2.6 FMEA (failure mode and effect analysis)
FMEA principles have been strictly adhered to and applied to all units of Propulsion
Control System PCS-5.
System FMEA
System analysis
D System limits
D System structure
Risk analysis
D Fault analysis
D Cause and effect analysis
Risk evaluation
D Evaluation of severity
D Evaluation of probability
Countermeasures to reduce
risk
Fig. 19 : FMEA concept for PCS-5
Refer to the separate manual “PCS-5 safety aspects with FMEA”, Documenta-
tion Part 1, document no. E 531 712 for detailed information about the FMEA.
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Chapter 3
3.3 Bus systems/communication technology
Propulsion Control System PCS-5 uses the following bus system:

CAN bus in accordance with ISO 11 898 (high speed)
Layer 2: CAN specification 2.0 B
Data format/protocol/network management: Field bus 1
The CAN bus is a standard field bus used for automation purposes with which various
systems, units, sensors and actuators are able to communicate with each other.
PCS-5 has two CAN bus interfaces.
3.3.1 The CAN bus
CAN bus features:

Structure:
Electrical isolation of bus and electronics
Physical transmission medium:
Two-wire shielded twisted pair cable with terminators (120 Ω) at both ends of
the bus
Signal:
Differential electrical signal with extremely high transmission reliability;
0/1 detection CAN high/CAN low (adjustable);
serial bus in accordance with ISO 11 898
Transmission rate:
Field bus 1 operates at 125 Kbit/s
Bus access:
- The CAN bus is a message-based bus system
- Access to the bus is regulated by arbitration of the identifier field of the CAN
data telegram
- Priority on the bus is controlled by IDs; in case of simultaneous access to
the bus, the bus station with the lower ID is given the right to transmit
Fault detection/correction:
Each bus node listens to the echo of its own message and can thereby
recognize any transmission error; if errors occur constantly, the bus node auto-
matically deactivates itself in order to avoid unnecessary error messages
Field bus 1 uses a simple object-oriented communication protocol. Process data are
transmitted cyclically with delta monitoring (unconfirmed communication service).
In addition to data communication services, the transmission protocol implements organi-

zational functions which are controlled by the network management feature.
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Chapter 3
3.3.2 Network management
Network management involves:

Network monitoring of PCS bus stations
Automatic switching to the “redundant field bus” in case of fault or switching
back to the “default field bus” after fault rectification (bus error handling)
Handling of CAN controller error messages
Constant checking of redundancy
3.3.3 Redundant switching
In a redundant bus system, errors are detected by monitoring bus status. The bus stations
transmit their data on the available bus.
This decentralized network management ensures a high degree of reliability.
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Chapter 3
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Chapter 4
Safety features
Chapter 4
Safety features
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Chapter 4
Safety features
4 Safety features
4.1 Safety functions of Propulsion Control System PCS-5
All component parts of Propulsion Control System PCS-5 are equipped with extensive
safety and monitoring features for improved operational reliability.
The safety concept is intended to:

Protect operators, mechanics and others by maximizing operational reliability of
the entire propulsion plant ensuring manoeuvrability of the ship
To this end, Propulsion Control System PCS-5 has a multi-stage safety concept featuring:
Engine/propulsion protection:
- Dual circuit safety system SISY
System safety:
- Integral Test System ITS
- Bus monitoring
- Multi-circuit power supply
- Redundant components
- Consistent application of FMEA principles
Safe circuit design (e.g. inputs/outputs).
- Electrical isolation
- Reverse-polarity/short-circuit protection
- Sensor monitoring
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Chapter 4
Safety features
4.2 Safety system SISY
4.2.1 Safety system SISY assemblies
The following assemblies are required in Propulsion Control System PCS-5 to bring safety
system SISY in line with classification directives:
Engine:
Engine Control Unit ECU 4 with the basic range of measuring points,
monitoring functions and engine governing
and
Engine Monitoring Unit EMU 1 for the extended range of measuring points and
redundant monitoring and shutdown functions
Gear
Gear Control Unit GCU 1 for the basic range of measuring points, monitoring
functions and gear control
and
Gear Monitoring Unit GMU 1 for the extended range of measuring points and
redundant monitoring and shutdown functions
Monitoring central station

Local Operating Panel LOP for local operation serving also as an interface
between propulsion assemblies and operator assemblies
This combination of control units (ECU 4 and GCU 1) and monitoring units (EMU 1 and
GMU 1) fulfills classification society requirements for safe propulsion plant design.
It is also possible to use control units ECU 4 and GCU 1 alone for engine and gear (see
chap. 5). In conjunction with a Local Operating Panel LOP, this makes it possible to realize
a high-quality, easily integrated Propulsion Control System ensuring a sufficient standard
of safety for commercial applications (in particular yachts).
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Chapter 4
Safety features
4.2.2 Functions of safety system SISY
Safety system
SISY
Propulsion plant
ECU 4 / GCU 1
Sensors Regulation/control Final control
elements
Safety circuit
Limit values Power supply
EMU 1 / GMU 1
Extended monitoring
Safety circuit
Limit values Power supply
Fig. 20 : Safety system SISY
Reliability is ensured by a dual circuit safety system. It monitors propulsion operating

values and responds to any irregularities.
When limit values are reached, the safety system

Protects the engine from assuming critical operating states
Warns operating personnel via a connected Monitoring and Control System
Temporarily adapts operation to the remaining possibilities
Depending on the measured values, warnings, start interlocks, power reduction, engine
shutdown by reducing feeding to zero or closing the shut down air flaps take place.
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Chapter 4
Safety features
4.2.2.1 Activities of the safety system
The safety system can automatically initiate the following activities on detecting critical
operating states:
Power/feeding limitation or reduction
Engine stop by reducing feeding to zero
Emergency engine stop by activating an emergency shutdown in case of over-
speeding
Disengagement
If the safety system detects a sensor signal failure, a fault message is output via the
Monitoring and Control System.
4.2.2.2 Safety shutdowns
Safety shutdowns to protect the diesel engine take effect when the limit values of the
following measuring points are violated:
Engine speed (emergency shutdown)
Engine lube oil pressure
Coolant temperature (depending on engine manufacturer and classification
requirements)
Gear control oil pressure
Other optional measuring points
It is also possible to have feeding limitation instead of engine shutdown in the case of
order-dependent safety shutdowns.
4.2.3 Safety system override
The override function inhibits automatic engine stopping. This may be of considerable
importance to maintain manoeuvrability in certain situations. Stop commands from the
engine or gear monitoring systems are not executed when safety system override is
active.
When the engine is started with override active, the “Gear not neutral” and “SDAF closed”
start interlocks are bypassed.
The emergency stop function (emergency stop pushbuttons, overspeeding) is not influen-
ced by override.
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Chapter 4
Safety features
4.3 Integral Test System (ITS)
The Integral Test System ITS monitors all important functions of Propulsion Control
System PCS-5:
Internal electronics
Sensors
Actuators
Bus communication
Power supply
The ITS detects any faults as they occur, locates and signals them to the system and ope-
rator via a combined alarm, internal display and CAN bus.
Any faults in Engine Control Unit ECU 4 are saved for evaluation at a later date. They can
be read out with the dialog unit.
4.3.1 Monitoring internal electronics
The hardware and software of Propulsion Control System PCS-5 has been designed to
detect faults in the electronics, to respond to them and to indicate the fault.
4.3.2 Monitoring sensors/actuators
The sensor and actuator channels of Propulsion Control System PCS-5 are designed to
tolerate faults as far as possible (e.g. short-circuit proof).
Faults such as line interruption, short-circuit etc. are detected by a plausibility check and
indicated to the system.
4.3.3 Monitoring bus communication
Bus communication is monitored by a timeout check. Any faults which are detected are
indicated by a combined alarm and signalled to the system via the CAN bus if possible.
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Chapter 5
Integration
Chapter 5
Integration
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Chapter 5
Integration
5 Integration
Propulsion Control System PCS-5 can be configured to fulfill various requirements.
These chapters illustrate exemplary applications and the various structures. The standard
scope of supply is the minimum requirement for monitoring, regulating and controlling an
MTU/DDC series 4000 engine. Open system architecture makes it possible to operate
other systems in conjunction with Propulsion Control System PCS-5 using the Local Ope-
rating Panel LOP with its two CAN bus interfaces.
Standard interfaces can be adapted to these two CAN bus interfaces. This makes it possi-
ble to operate customized systems (or even existing ones, e.g. on replacing engines) in
conjunction with Propulsion Control System PCS-5.
Note: These examples show PCS-5 for one propulsion line or engine only. However,
a propulsion plant generally comprises two to four propulsion lines and the
same number of engines. In this case, each propulsion line has its own PCS-5
and the corresponding assemblies on the control consoles.
Applications involving PCS-5 in conjunction with Monitoring and Control System

MCS-5 (process visualization, see chap. 5.2.2) form an exception. One graphic
station can be used to visualize the data of several PCS-5 Propulsion Control
Systems and make it possible to enter data for several propulsion lines.
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Chapter 5
Integration
5.1 Propulsion Control System PCS-5 scopes of supply
5.1.1 Monitoring I - PCS-5 standard scope
PCS-5 field bus

(redundant)
to RCS/MCS
LOP 1
Main supply +24 VDC
Emergency supply +24 VDC
PCS field bus
Starter/alternator
GCU 1
ECU 4
Additional Alarm Alarm

sensors horn beacon
(option)
Propeller Gear
Fig. 21 : Monitoring I - PCS-5 standard scope
The assemblies shown in fig. 21 are used for standard applications. The two assemblies
used for controlling the engine (ECU 4) and the gear (GCU 1) cover the minimum range of
monitoring functions. Local operation takes place at the Local Operating Panel LOP 1. It is
possible to connect any additional sensors which may be required (e.g. “start air pressure”
or “water level in fuel prefilter”) at the Local Operating Panel. Alarm horn, alarm beacon
and starting devices are controlled by the corresponding outputs of Local Operating Panel
LOP 1.
The two MTU systems RCS-5 and MCS-5 are connected to PCS-5 via the redundant CAN
bus.
The redundant power supply increases operational reliability of the system in case of pro-
blems with the ship’s power supply.
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Chapter 5
Integration
5.1.2 Monitoring II - PCS-5 fulfilling classification standards
PCS-5 field bus

(redundant)
to RCS/MCS
LOP 1
Main supply +24 VDC
PCS field bus
GCU/GMU 1
EMU 1 ECU 4
Starter/alternator

sensors horn beacon
(option)
Shaft
speed
sensor
Propeller Gear
Fig. 22 : Monitoring II - PCS-5 fulfilling classification standards
To fulfill classification standards, additional measuring points and redundancies must be

provided to protect the engine. The application shown in fig. 22 shows how these stan-
dards can be met by including one additional assembly for the engine and another for the
gear:
Gear Control and Monitoring Unit GCU/GMU 1 allows for the acquisition of an
extended range of measuring points on the gear and the acquisition of shaft
speed compared to Gear Control Unit GCU 1. Gear Control and Monitoring Unit
GCU/GMU 1 outputs an engine stop signal if limit values are violated.
Engine Monitoring Unit EMU 1 likewise provides an additional range of inputs
for acquiring measured values. It is also possible to monitor individual cylinder
exhaust temperatures on MTU/DDC series 4000 engines. Engine Monitoring
Unit EMU 1 outputs an engine stop signal if limit values are violated.
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Chapter 5
Integration
5.2 Propulsion Control System PCS-5 in conjunction with superordinate

systems
5.2.1 Propulsion Control System PCS-5 with MCS-5 Type 1
PAN
PAN
S/A bus
Emergency stop S/A bus
LCD
PIM PIM
Auxiliary Control
Main Control Console
Console
+24 VDC power supply
PCS field bus

Emergency stop
Redundant power supply
PCS field bus (redundant)
Engine room
GCU 1
ECU 4
LOP 1
Alarm Alarm
horn beacon
Propeller Gear
Fig. 23 : Propulsion Control System PCS-5, monitoring I with MCS-5 Type 1
The application shown in fig. 23 exemplifies a simple engine monitoring and control
system using MCS-5 components.
The assemblies in the control consoles are connected via the PCS-5 field bus (linked
through Local Operating Panel LOP 1). Signals are input and output via PIM Peripheral
Interface Modules equipped with the appropriate printed circuit boards.
Due to its simple structure, the connection between individual installation locations on
board ship (engine room, main control console, auxiliary control console) only comprises
the PCS-5 field bus, the power supply and the emergency stop function (hard-wired).
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Chapter 5
Integration
5.2.2 Propulsion Control System PCS-5 with MCS-5 Type 2
Power supply +24 VDC MCS

PAN
Main Control MCU
Console S/A bus
PPS
PIM MCS-5
field bus
PPS
MCS-5 process bus (redundant)
2nd shaft
PCS field bus
Emergency stop
PCS field bus PCS-5
1st shaft Engine room
GCU 1
ECU 4
LOP 1
Alarm Alarm
horn beacon
Propeller Gear
Fig. 24 : Propulsion Control System PCS-5, monitoring I, with MCS 5 Type 2
The application shown in fig. 24 illustrates engine monitoring in conjunction with an

MCS-5 graphic station for both shafts. The PCS-5 field bus is adapted to the MCS-5 pro-
cess bus in one Programmable Process Station provided for each shaft. Measured values
and signals for data input via the graphic station are thus made available to all Propulsion
Control Systems PCS-5 of the propulsion plant and are acquired by all PCS-5.
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Chapter 5
Integration
5.2.3 Propulsion Control System PCS-5 with interfaces for external systems
Conversion of Parallel inputs/

PCS-5 field bus to outputs for
RS422 interface instruments and
PIM controls
PIM
Parallel signals
from a Remote
Control System
Emergency stop
LOP 1 Speed setting
Main supply +24 VDC
Engagement commands
PCS field bus
GCU 1
ECU 4

sensors horn beacon
(option)
Propeller Gear
Fig. 25 : Propulsion Control System PCS-5, monitoring I, with interfaces for external systems
The interfaces for external systems produced by other manufacturers or existing systems
(e.g. when engines are replaced) are realized in three different ways:
Directly at Local Operating Panel LOP 1 and Gear Control Unit GCU 1 or
GMU 1 of the PCS; signals can be supplied for speed setting and clutch control
Converting the PCS-5 field bus to an RS422 interface makes it possible to con-
nect a monitoring and control system with a serial interface (standard MCS-5
protocol)
Parallel signals are available for controlling analog instruments via a PIM;
furthermore, pushbuttons can also be connected to make direct inputs possible
(e.g. start, stop), the emergency stop pushbutton is hard-wired to Local Opera-
ting Panel LOP 1.
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Chapter 5
Integration
5.2.4 Propulsion Control System PCS-5 with MCS-5 Type 1 and RCS-5
PAN PAN
RCS RCS
S/A bus S/A bus
LCD Emergency stop
PIM PIM
Main Control Auxiliary Control
Console Console
+24 VDC power supply
PCS field bus

Emergency stop
PCS field bus (redundant)
Engine room
GCU 1
ECU 4
LOP 1
Alarm Alarm
horn beacon
Propeller Gear
Fig. 26 : Propulsion Control System PCS-5, monitoring I with MCS-5 Type 1 and RCS-5
The application shown in fig. 26 represents the most common configuration of an electro-
nic system for the MTU/DDC series 4000 engine. This system comprises:
A main control console,
consisting of:
- A control lever (Remote Control System RCS-5 FPP/B) for changing speed
and automatic clutch and propulsion control
- An LCD to display plant and engine operating data
- Two PAN control panels for operation (start, stop, etc.)
- One display instrument for constant analog display of the engine speed
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Chapter 5
Integration
An auxiliary control console,

consisting of:
- A control lever (Remote Control System RCS-5 FPP/B) for changing speed
and automatic clutch and propulsion control
- Two PAN control panels for operation (start, stop, etc.)
- One display instrument for constant analog display of the engine speed
The assemblies in the control consoles are connected via the PCS-5 field bus (looped
through Local Operating Panel LOP 1).
This also applies to Remote Control System RCS-5. All Remote Control System compo-
nents are integrated in the control lever which is connected to the redundant PCS-5 field
bus via two CAN interfaces.
Signal input and output is realized via PIM Peripheral Interface Modules equipped with the
appropriate printed circuit boards.
In this application, electrical connections between the individual installation locations on

board ship (engine room, main control console, auxiliary control console) merely comprise
the PCS-5 field bus, the power supply and the emergency stop function (hard-wired).
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Chapter 5
Integration
(This page intentionally blank)
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Appendix
Reference documentation
Appendix
E 531 693 / 01 E - 10.97 -

Appendix
Refer to the following MTU manuals for detailed information about the individual assem-
blies included in or used in conjunction with Propulsion Control System PCS:
E 531 685 Engine Control Unit ECU 4 Part 1, 3, 4, 5, 7

E 531 686 Engine Monitoring Unit EMU 1 Part 1, 2, 3, 4, 5, 7
E 531 687 Local Operating Panel LOP 1 Part 1, 3, 4, 5, 7
E 531 689 Gear Control Unit GCU 1 Part 1, 3, 4, 5, 7
E 531 690 Gear Monitoring Unit GMU 1 Part 1, 3, 4, 5, 7
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Propulsion Control System

Structure and function

3 Structure and function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

E 531 693 / 01 E - 10.97 -

Table of contents (cont.)

3.2 Monitoring - regulation - control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

3.2.2 Error and alarm handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

3.2.5 Power supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

3.2.6 FMEA (failure mode and effect analysis) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

3.3 Bus systems/communication technology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

3.3.1 The CAN bus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

3.3.2 Network management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

3.3.3 Redundant switching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

4.1 Safety functions of Propulsion Control System PCS-5 . . . . . . . . . . . . . . . . . 38

4.2 Safety system SISY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

4.2.1 Safety system SISY assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

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Table of contents (cont.)

4.2.2 Functions of safety system SISY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

4.2.3 Safety system override . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

4.3 Integral Test System (ITS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

4.3.1 Monitoring internal electronics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

4.3.2 Monitoring sensors/actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

4.3.3 Monitoring bus communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

5.1 Propulsion Control System PCS-5 scopes of supply . . . . . . . . . . . . . . . . . . . 45

5.1.1 Monitoring I - PCS-5 standard scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

5.1.2 Monitoring II - PCS-5 fulfilling classification standards . . . . . . . . . . . . . . . . . 46

5.2 Propulsion Control System PCS-5 in conjunction with

5.2.1 Propulsion Control System PCS-5 with MCS-5 Type 1 . . . . . . . . . . . . . . . . . 47

5.2.2 Propulsion Control System PCS-5 with MCS-5 Type 2 . . . . . . . . . . . . . . . . . 48

E 531 693 / 01 E - 10.97 -

BR Baureihe, series (in this case engine series)

CAN Controller Area Network (bus designation)

ECS Engine Control System

f Formula for frequency

g Acceleration due to gravity

LED Light Emitting Diode

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MTU Motoren- und Turbinen-Union

R Formula for electrical resistance

E 531 693 / 01 E - 10.97 -

Vpp Voltage value peak - peak

xpp Vibration test deflection, peak - peak value

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General information about documentation

Documentation Title/contents Target group

2 Operation Operating personnel

3 Maintenance and Operating personnel, plant personnel

Reference numbers and reference lines

E 531 693 / 01 E - 10.97 -

Conventions for symbols

Rectification of a fault marked with this symbol either requires the

Further troubleshooting or fault rectification requires work to be performed

Further troubleshooting or fault rectification requires mechanical work to be per-

Refer to other MTU manuals for more information.

Note: Additional information provided for reasons of clarity (e.g. if an explanation is of

- 10.97 - E 531 693 / 01 E

E 531 693 / 01 E - 10.97 -

Fig. 1: PCS-5: Characteristics

PCS-5 - a step in the right direction

- 10.97 - E 531 693 / 01 E

1.1 Possible applications of Propulsion Control System PCS-5

Diagnosis by RS232 interface for dialog unit