E531932_00E

Documentation Part 1

E 531 932 / 00 E

Interfaces of Engine Control System ECS-5with Gear Control UnitDDC/MTU series 2000MTU/DDC series 4000

� Structure and function

assuring you

� certification:

Quality assurance in design/development,production, installation and service

� conformity:

– Guideline 73/23/EEC – Low voltage guideline – datedFebruary 19, 1973 with amendment dated July 22, 1993(guideline 93/68/EEC)

– Guideline 89/336/EEC – Guideline on electromagneticcompatibility – dated May 3, 1989 with amendmentdated April 28, 1992 (guideline 92/31/EEC)

CE conformity is influenced if the product is installed incorrectly, an assembly or system ismisused and/or genuine MTU components are not used.

Das Handbuch ist zur Vermeidung von Störungen oder Schäden beim Betrieb zu beachten und daher vom Betreiber dem jeweiligenWartungs- und Bedienungspersonal zur Verfügung zu stellen. Außerhalb dieses Verwendungszwecks darf das Handbuch ohne unserevorherige Zustimmung nicht benutzt, vervielfältigt oder Dritten sonstwie zugänglich gemacht werden.

Änderungen bleiben vorbehalten.

This handbook is provided for use by maintenance and operating personnel in order to avoid malfunctions or damage during operation.Other than for this purpose, the handbook shall not be reproduced, used or disclosed to others without our prior consent.

Subject to alterations and amendments.

Le manuel devra être observé en vue d’éviter des incidents ou des endommagements pendant le service. Aussi recommandons-nous àl’exploitant de le mettre à la disposition du personnel chargé de l’entretien et de la conduite. En dehors de cet usage, le manuel ne pourraêtre utilisé ni reproduit ou rendu accessible de quelque autre manière à des tiers, sans notre consentement préalable.

Nous nous réservons le droit d’entreprendre toute modification.

El Manual debe tenerse presente para evitar anomalias o daños durante el servicio, y, por dicho motivo, el usuario debe ponerlo a disposición del personal de mantenimiento y de servicio. Fuera de este fin de aplicación, el Manual no se debe utilizar, copiar ni poner en manos de terceros, sin nuestro consentimiento previo.

Nos reservamos el derecho de introducir modificaciones.

No sentido de evitar falhas ou danos durante o servicio, o usuário deberá cuidar de que o Manual esteja sempre à disposição do pessoalencarregado com a manutenção e operação. Além desta sua finalidade, o Manual não deverá, sob qualquer pretexto, ser reproduzido parcial ou totalmente ou franqueado a terceiros sem prévia e expressa autorização de nossa parte.

Reservamo-nos o direito de proceder modificações.

Il manuale va consultato per evitare anomalie o guasti durante il servizio, per cui va messo a disposizione dall’ utente al personale addetto alla manutenzione e alla condotta. Senza nostra approvazione preventiva non è ammesso impiegare il manuale per scopi diversi, riprodurlo o metterlo a disposizione di terzi.

Con riserva di modifiche.

Käyttöhäiriöiden ja teknisten vaurioiden välttämiseksi on noudatettava käsikirjassa annettuja ohjeita, joten kirja on luovutettava huoltoja käyttöhenkilökunnan käyttöön. Käsikirjaa ei saa ilman sen laatijan lupaa käyttää muuhun tarkoitukseen, monistaa tai luovuttaa ulkopuolisille.

Oikeudet muutoksiin pidätetään.

MTU Motoren- und Turbinen-Union Friedrichshafen GmbH

88040 Friedrichshafen / Germany

Phone (0 75 41) 90 - 0 Telex 7 34 280 – 50 mt d Telefax (0 75 41) 90 - 61 23

2000

Guide Page IFRIEDRICHSHAFEN

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Table of contents

Table of contents I. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Abbreviations IV. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

General information about documentation VII. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1 Overview 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.1 Possible applications of Engine Control System ECS-5 3. . . . . . . . . . . . . . . .

1.2 Adaptation of the Monitoring and Control System and Remote Control System to Engine Control System ECS-5 4. . . . . . . . . . . . .

1.3 Engine Control System ECS-5 with interfaces for monitoring and control systems and remote control systems produced by other manufacturers 7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.4 Assemblies of Engine Control System ECS-5 8. . . . . . . . . . . . . . . . . . . . . . . . .

2 Connection of monitoring and control systems produced by other manufacturers 10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.1 Interfaces to the monitoring and control system at Peripheral Interface Module PIM 2 11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.1.1 General information about Peripheral Interface Module PIM 2 11. . . . . . . . . .

2.1.2 Binary inputs 13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.1.3 Binary outputs 14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.1.4 Analog outputs 16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.2 Interface to the monitoring and control system via a serial interface 18. . . . .

2.2.1 General information about serial interface PIM 1 18. . . . . . . . . . . . . . . . . . . . . .

2.2.2 Connection of monitoring and control assemblies 19. . . . . . . . . . . . . . . . . . . . .

2.3 Interfaces to the monitoring and control system at Local Operating Panel LOP 1 21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.4 General information about Local Operating Panel LOP 1 21. . . . . . . . . . . . . . .

2.4.1 Connection of monitoring and control assemblies 22. . . . . . . . . . . . . . . . . . . . .

2.4.1.1 Emergency stop 22. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.4.1.2 Safety system override 23. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.4.1.3 Combined alarm and acknowledgement 25. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Table of contents (cont.)

3 Connection of remote control systems produced byother manufacturers 30. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.1 Remote control interfaces on Gear Control Unit GCU 31. . . . . . . . . . . . . . . . . .

3.1.1 General information about Gear Control Unit GCU 31. . . . . . . . . . . . . . . . . . . .

3.1.2 Connection of control assemblies 31. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.1.2.1 Binary inputs 32. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.1.2.2 Binary outputs 35. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2 Interfaces to the remote control system at Local Operating Panel LOP 1 39. . .

3.2.1 General information about Local Operating Panel LOP 1 39. . . . . . . . . . . . . . .

3.2.2 Connection of control assemblies 39. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2.2.1 Analog and binary inputs 40. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2.2.2 Analog outputs 42. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 Power supply connection 46. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.1 Local Operating Panel LOP 47. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.1.1 Local Operating Panel LOP 1 supply voltages 47. . . . . . . . . . . . . . . . . . . . . . . .

4.1.2 Connection of an on/off switch 48. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.1.3 Peripheral Interface Module PIM 2 50. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


5 Bus system connection 54. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.1 Terminals for field bus connection 55. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.1.1 Local Operating Panel LOP 1 55. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .



6 Technical data 60. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6.1 General 60. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6.2 Local Operating Panel LOP 1 60. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Table of contents (cont.)

6.3 Peripheral Interface Modules PIM 1 and PIM 2 61. . . . . . . . . . . . . . . . . . . . . . .

6.4 Engine Control Unit ECU 61. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6.5 Engine Monitoring Unit EMU 62. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6.6 Gear Control and Monitoring Unit GCU/GMU 1,Gear Control Unit GCU 1 62. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Appendix 63. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Reference documentation 64. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Abbreviations

A Ampere

a Acceleration

BR Baureihe, series (in this case: engine series)

CAN Controller Area Network (bus designation)

CB Connection Box

COM Common (common connection of a relay changeover contact)

ECS Engine Control System (MTU engine management system)

ECU Engine Control Unit (engine governor)

EMU Engine Monitoring Unit (additional monitoring unit)

f Formula for frequency

fL Limit frequency

FPP Fixed Pitch Propeller

g Gravity acceleration constant

GCU Gear Control Unit

GMU Gear Monitoring Unit

GND Ground

I Formula for electrical current

IIn Input current

Imax Maximum current

IEC International Electrotechnical Commission (standards designation)

I/O Input/Output

IP International Protection (index of protection)

LED Light Emitting Diode

LOP Local Operating Panel

mA Milliampere

MCS Monitoring and Control System

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Abbreviations (cont.)

MCS-PO Main Control Station

min Minute

MTU Motoren- und Turbinen-Union

mV Millivolt

n Speed

NC Normally Closed (relay changeover contact)

NO Normally Open (relay changeover contact)

p Pressure

PCU Propeller Control Unit

PIM Peripheral Interface Module

PPS Programmable Process Station

R Formula for electrical resistance

RAM Random Access Memory

RCS Remote Control System

rms Root Mean Square

RS422 Recommended Standard (interface standard)

s Second

SCL Single Control Lever (mode)

SDAF Shut Down Air Flap

SISY Sicherheitssystem, safety system

SP Spare Part

STn Connector designation

T Temperature

U Voltage

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Abbreviations (cont.)

Ub Ship’s voltage (+24 V)

Ubext/B External ship’s voltage, Backup, emergency supply (+24 V)

Ubext/M External ship’s voltage, Main, main supply (+24 V)

UEXT External voltage

UIn Input voltage

UInmax Maximum input voltage

UOut Output voltage

USet Set voltage

V Volt

VCC Operating voltage

VDC Voltage Direct Current

Vpp Voltage value peak – peak

W x H x D Width x Height x Depth

xpp Vibration test deflection, peak – peak value

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General information about documentation

Documentation structure

DocumentationPart

Title/contents Target group

1 Structure and function Operating personnel, plant personnel

2 Operation Operating personnel

3 Maintenance and repair(Plant personnel)

Operating personnel, plant personnel

4 Maintenance and repair(Service personnel)

Electronics service personnelfamiliar with the plant

5 Illustratedparts catalog

Operating, service and logistics personnel

6 Order-specific adaptation

Electronics service personnel

7 Installation Electromechanical specialists

Note: Not all documentation parts are written for every product!

Required knowledge

To understand each part of the documentation, we recommend reading the precedingparts, if applicable.

Reference numbers and reference lines

Details in figures are provided with reference numbers and reference lines if necessary.

If reference is made in the text to a detail provided with a reference number, the figurenumber and, separated by an oblique, the reference number of the detail are written inbrackets. Example: (5/2) means fig. 5, reference number 2.

A point at the end of the reference line means that the detail is visible in the figure. An arrow at the end of the reference line indicates that the detail cannot beseen in the figure.

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Symbols

Refer to other MTU manuals for more information.

Note: Provides additional information for reasons of clarity (e.g. when the subject isaddressed by way of example only).

� Fig. X Refer to fig. X for more information (cross-reference to a figure).

OverviewChapter 1

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Chapter 1

Overview

Chapter 1

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1 Overview

Quality� Software quality assurance

� Type-approved devices

� ISO 9001

� EMC

� CE certification

Technology� High-quality components

� Hierarchical plant structure

� Modular sub-system structure

� Easily upgraded

� High processing speed

� Integral user information system

Logistics� Few basic components

� Reduced spare parts stock-keeping

� Straightforward maintenance

� Substantially reduced trainingrequirements

Reliability� Self-test system ITS

� Redundant field bus system

� Distributed intelligence

� FMEA

� High availability

characteristicsECS-5

Fig. 1 : ECS-5: Characteristics

ECS-5

� Stands for “Engine Control System 5th generation” – The engine managementsystem

� Is the name of MTU’s latest propulsion control system

� Is designed as an integral part of the MTU automation system

� Is suitable for simple and complex applications thanks to the consistant use ofmodular system structures

Automated propulsion systems can be realized cost-effectively with ECS-5 – from simpleyacht propulsion plants right up to sophisticated multiple shaft systems. Even complexpropulsion systems can be realized using just a few standardized modules.

ECS-5 is used in conjunction with MTU/DDC series 4000 engines, DDC/MTU series 2000engines and others.

OverviewChapter 1


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1.1 Possible applications of Engine Control System ECS-5

PlantSensors Actuators

Acquisition Control

Propulsion Control SystemECS-5

DisplayOperator inputs Alarms

OperatorUser

Engine

Marine propulsion plants Power units

Fig. 2 : Possible applications of ECS-5

The Engine Control System can be used in the following marine applications:

� Marine propulsion plant comprising– Engine

– Gear– Propulsion system

(Waterjet, Fixed Pitch Propeller, Controllable Pitch Propeller or Voith-Schneider)

� Power units (engine)

This interface documentation is concerned with marine propulsion plant applications inconjunction with the two engine series mentioned (DDC/MTU series 2000 and MTU/DDCseries 4000). The manual also explains the interfaces to monitoring and control systemsand remote control systems produced by other manufacturers.

The manual also provides electrical data for the various interfaces.

Chapter 1

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1.2 Adaptation of the Monitoring and Control System and Remote ControlSystem to Engine Control System ECS-5

MCS-5 RCS-5

ECS-5

Monitoring andcontrol systemproduced by

othermanufacturers

Remote controlsystem

produced byother

manufacturers

Either Or Either Or

Engine

Gear

Fig. 3 : Adaptation of the Monitoring and Control System and Remote Control System to Engine Con-trol System ECS-5

Engine Control System ECS-5 interacts with other MTU systems:

� RCS-5

Remote Control System for marine propulsion plants:Can be used with all common propulsion concepts (waterjet or propeller)

� MCS-5

Monitoring and Control System including process visualization:User interface for monitoring and controlling the entire system

Systems produced by other manufacturers can also be adapted to Engine Control SystemECS-5 as an alternative to the MTU systems RCS-5 and MCS-5. If such other systemsare to be used for remote control and/or monitoring, all the connections between thesesystems and the ECS-5 must be established in accordance with this manual.

OverviewChapter 1


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In the case of connections established by serial interfaces, the data protocols and inter-face specifications are explained in separate manuals. Cross-references to these manualsare provided at the appropriate points in this manual.

The assemblies of Engine Control System ECS-5 for marine propulsion plants are locatedin the engine room. One such Engine Control System ECS-5 is used for each propulsionline. On ships equipped with a symmetrical twin-shaft arrangement (port and starboardpropulsion line), the two associated ECS-5 Engine Control Systems are identical. Assem-blies used for monitoring and/or remote control should also be of symmetrical design insuch cases. In this case, both ECS-5 Engine Control Systems are connected in the samemanner. If an engine is provided in the middle, the configuration of its Engine ControlSystem ECS-5 may vary from the systems of the lateral engines. Connection to existingassemblies of the monitoring and control system and remote control system may alsovary.

ÉÉÉÉÉÉÉÉ

PIMs

ÁÁÁÁÁÁÁÁÁÁÁÁ

ÁÁÁÁÁÁÁÁÁ

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

ÁÁÁÁÁ

ÂÂÂÂÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

GCU/GMU

ECUEMU

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Monitoring and control system

ÁÁÁÁÁÁÁÁÁ

ÁÁÁÁ

LOP

StarboardPort

Serial and parallel connectionsto the individual assemblies



ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

ÁÁÁÁÁÁÁÂÂÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

ECUEMU

ÁÁÁÁÁÁÁ

ÁÁ

LOPGCU/GMU

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Remote control system

Parallel connections to theindividual assemblies

ÉÉÉÉÉÉ

PIMs

Fig. 4 : Configuration for a twin-shaft plant

Chapter 1

6PageOverview

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Fig. 4 is a schematic representation illustrating the integration of Engine Control SystemECS-5 in a twin-shaft propulsion plant including a remote control system and monitoringand control system. Those assemblies with interfaces to such systems produced by othermanufacturers are hatched in fig. 4.

The scope of Engine Control System ECS-5 is framed in the figure. The connections bet-ween Engine Control System ECS-5 and the monitoring and control system and/or the re-mote control system may be realized by serial data lines and parallel connections (depen-ding on the type and design of the system being connected).

OverviewChapter 1


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1.3 Engine Control System ECS-5 with interfaces for monitoring and controlsystems and remote control systems produced by other manufacturers

ECU 4GCU 1

LOP 1

Alarmhorn

Alarmbeacon

Additionalsensors(option)

PCS field bus

Parallel-connectedsignals of a

remote control system

ConversionField bus (CAN) toRS422 interface

Parallel inputsand outputs for

display units andcontrols

Emergency supplyMain supply

Speed setting

Clu

tch

com

man

ds

PIMPIM

E.g. emergency

GearPropeller

Feedback

Fee

dbac

k

stop

Fig. 5 : Engine Control System ECS-5, monitoring I, with interfaces

The interfaces for monitoring and control systems and remote control systems producedby other manufacturers are realized in three different ways:

� Speed setting and clutch control signals can be supplied to and feedbacktapped at Local Operating Panel LOP 1 and Gear Control Unit GCU 1 or GCU/GMU 1 of Engine Control System ECS-5 directly.

� Converting the field bus (CAN) to an RS422 interface makes it possible to con-nect a monitoring and control system equipped with a serial interface (MCS-5standard protocol).

Chapter 1

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� Parallel signals to control analog displays are available via a PIM. Furthermore,pushbuttons and signal lamps can also be connected to facilitate engine control(e.g. start, stop). The on/off switch and the emergency stop pushbutton aredirectly wired to Local Operating Panel LOP 1.

These interfaces are available for all configurations (monitoring I, monitoring II, DDC/MTUseries 2000, MTU/DDC series 4000) of Engine Control System ECS-5.Only the range of measuring points on the RS422 serial interface varies. Reference ismade at the appropriate points.

1.4 Assemblies of Engine Control System ECS-5

The assemblies of Engine Control System ECS-5 can be divided into three categories:

� Engine assemblies

This refers to all assemblies directly related to engine control and monitoring.

� Superordinate assemblies

A number of assemblies have essential functions or provide functions whichmay be used for various units; these assemblies represent a higher level in thehierarchy than the propulsion plant itself (engine, gear). These are primarily:– Local Operating Panel LOP 1– Dialog unit

In conjunction with engine control system ECS-5, additional electronic assemblies are pro-vided for a gear:

� Gear assemblies

These assemblies are used to monitor and control all functions of the gear(including the clutch).

The adaptation of systems produced by other manufacturers to these assemblies isexplained in the chapters which follow.

External MCSChapter 2


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Chapter 2

Connection ofmonitoring and control systems

produced by other manufacturers

Chapter 2

10PageExternal MCS

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2 Connection of monitoring and control systems produced byother manufacturers

Local OperatingPanelLOP 1

GearControl Unit

GCU

PeripheralInterfaceModulePIM 2

Monitoring and controlsystem produced by other

manufacturers

Field bus***

Par

alle

l sig

nals

engi

ne, g

ear

Par

alle

l sig

nals

gene

ral

Ser

ial i

nter

face

engi

ne, g

ear

EngineControl

UnitECU

EngineMonitor-ing Unit

EMU*

gene

ral


GearMonitoring Unit

GMU*

MTU cableMTU cable

MTU cable

Field bus***

MTU cable

Supply voltage** Supply voltage**

Fig. 6 : Block circuit diagram “Connection of a monitoring and control system”

The connections to an external monitoring and control system are established by terminalstrips in the following three assemblies:

� Local Operating Panel LOP 1

� Peripheral Interface Module PIM 1


Assemblies marked * are optional extensions which have no effect on hardware cabling.Connections represented by a thick line are established by cables supplied by MTU withfixed (coded) connectors).

Note: Connections marked ** (supply voltage) are explained in chapter 4.Connections marked *** (field bus) are explained in chapter 5.



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2.1 Interfaces to the monitoring and control system at Peripheral InterfaceModule PIM 2

2.1.1 General information about Peripheral Interface Module PIM 2

Fig. 7 : Peripheral Interface Module PIM 2 – parallel interface

Engine Control System ECS-5 provides the binary inputs and outputs listed below for star-ting, stopping and emergency stopping the engine from the main control station and theauxiliary control stations (if applicable).

Peripheral Interface Module PIM 2 facilitates direct parallel connection of controls and dis-plays.

Note: The emergency stop signal is an exception. It must be directly wired to LocalOperating Panel LOP in parallel for reasons of safety (see chap. 2.4.1.1).

2 signal lamps and 3 luminous pushbuttons are required for each control station. Theseare supplied by the Yard (signal lamps and pushbuttons on several control stations mustbe connected in parallel – check electrical data).

Chapter 2

12PageExternal MCS

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Peripheral Interface Module PIM 2 is supplied separately. It incorporates the followingprinted circuit boards:

� Printed circuit board MPU 23 (together with an interface extension CCB 1 forthe second CAN interface)

� Printed circuit board IIB 1

� Printed circuit board INB 2

� Printed circuit board BOB 3

The following Monitoring and Control System assemblies are connected to PeripheralInterface Module PIM 2:

� Pushbuttons for starting and stopping the engine

� Various lamps for indicating a range of operating data (LEDs or incandescent lamps)

� Analog display instruments

These are connected directly to the screw terminals of the Peripheral Interface ModulePIM 1 with the equipment identifier tag =37.x.1+A301–A108.



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2.1.2 Binary inputs

The following connections must be established for the binary inputs:

Terminals Type Electrical data Comments

A108-201Binary input

HUInmax < 36 VDC

START pushbuttonAny number of pushbuttons can be


L

UInmax < 36 VDCIIn � 4 mA

Any number of ushbuttons can beconnected. The contacts must beconnected in parallel in this case.


HUInmax < 36 VDC

STOP pushbuttonAny number of pushbuttons can be


L

UInmax < 36 VDCIIn � 4 mA

Any number of ushbuttons can beconnected. The contacts must beconnected in parallel in this case.

201

202

Binary channel 1

1

2

COB

IIB 1

+Ub

GND

STARTMain control

station

START1st auxiliary

control station

=37.x.1+A301–A108

Ue

START2nd auxiliary

control station

Fig. 8 : Example: Binary channel START circuit

Note: An input voltage of UIn � 4 VDC is interpreted as being “OFF”, an input voltageof UIn � 8 VDC corresponds to “ON”.

The binary inputs (+Ub and GND) can be supplied either by an external voltageor a voltage from Local Operating Panel LOP 1 (PIM supply).

A start and stop command is also possible via a serial interface. The signallamps (see chap. 2.1.3) then have the same function.

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2.1.3 Binary outputs

A total of six different signal lamps can be connected to display the various operatingstates:

� Signal lamp READYWhen this signal lamp is lit the appropriate luminous switch has been pressedon the Local Operating Panel to signal that the engine is ready for operation.

� Signal lamp REMOTEWhen this signal lamp is lit Local mode has been switched off at the LocalOperating Panel. This renders the START and STOP pushbuttons active forRemote control at the control stations. This signal lamp flashes until EngineControl Unit ECU or Gear Control Unit GCU has been switched over to Remotemode.

� Signal lamp START (in luminous pushbutton START)The engine can only be started when the signal lamps READY and REMOTEare lit (steady). Furthermore, the starting requirements must be fulfilled (seeLOP documentation).The signal lamp remains on until the start sequence has been completed, i.e.when the engine is running up. It goes out when the engine has reached idlingspeed.

� Signal lamp STOP (in luminous pushbutton STOP)Engine stopping is only possible when the signal lamp REMOTE is lit (steady).The signal lamp is switched on after stopping has been tripped (manually orautomatically) and remains lit as long as the stop signal is active (the safetysystem must be reset in the case of an automatic stop).

� Signal lamp EMERGENCY STOP (in luminous pushbutton EMERGENCYSTOP)The signal lamp is switched on after an emergency stop has been tripped(manually or automatically) and remains lit as long as an emergency stopsignal is applied (safety system must be reset).

� Signal ENGINE RUNNINGThe transistor output is switched on when the engine has reached idling speed.The signal can be used for a signal lamp or an external operating hours counter(Yard supply).



E 531 932 / 00 E – 02.2000 –

The following connections must be established for the binary outputs:


A108-401 Binary output, switches toground Imax = 250 mA Signal lamp READY

A108-402 Binary output, switches toground Imax = 250 mA Signal lamp REMOTE

A108-403 Binary output, switches toground Imax = 250 mA Signal lamp START

(e.g. lamp in “START” pushbutton)

A108-404 Binary output, switches toground Imax = 250 mA Signal lamp STOP

(e.g. lamp in “STOP” pushbutton)

A108-405 Binary output, switches toground Imax = 250 mA

Signal lamp EMERGENCY STOP(e.g. lamp in “EMERGENCY STOP”pushbutton)

A108-406 Binary output, switches toground Imax = 250 mA Signal lamp ENGINE RUNNING or

operating hours counter

415

Module housing with BOB 3

COB

BOB 3

416

401

F1

3.15 A+UEXT

GND(+UEXT)

=37.x.1+A301–A108

READYlamp

Main controlstation

READYlamp

1st auxiliarycontrolstation

READYlamp

2nd auxiliarycontrolstation

+Ub

Fig. 9 : Example: READY output circuit

Note: An operating hours counter can be connected to terminal 406 in place of (or in addition to) the ENGINE RUNNING signal lamp (check maximum loadaccording to table above!).All the signals mentioned above are also available via the serial interface.

Signal lamp dimming

If signal lamps are to be dimmed, the +UEXT voltage must be adjusted by a dimming unitprovided by the Yard. This voltage, however, must be referenced to the supply voltage ofthe PIM (GND). The voltage at terminal 415 must not be connected to the external supplyvoltage “+UEXT for signal lamps”. The voltage at this terminal must always correspond tothe operating voltage “+Ub” (PIM supply) (see chap. 4.1.3).

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2.1.4 Analog outputs

Engine Control System ECS-5 provides the analog output signals (0 VDC ... 10 VDC)listed below to display vital operating values.

One display unit for each operating value can be connected at each control station. TheYard supplies (or MTU depending on the order). Display units on several control stationsmust be connected in parallel. Check the electrical data of the outputs.

The Yard must supply a dimmer unit to regulate display unit illumination.

The following connections must be established for the analog outputs:


A108-209Analog output

+ 0 V ... 10 V Display instrumentENGINE SPEED


GND

0 V ... 10 VImax � 5 mA ENGINE SPEED

Scale: *Dependent on engine type


+ 0 V ... 10 V Display instrument LUBE OIL PRESSURE


GND

0 V ... 10 VImax � 5 mA LUBE OIL PRESSURE

Scale: 0 bar ... 10 bar


+ 0 V ... 10 V Display instrument COOLANT TEMPERATURE


GND

0 V ... 10 VImax � 5 mA COOLANT TEMPERATURE

Scale: 0 °C ... 120 °C


+ 0 V ... 10 V Display instrument SHAFT SPEED (option)


GND

0 V ... 10 VImax � 4 mA SHAFT SPEED (option)

Scale: Dependent on gear type


+ 0 V ... 10 V Display instrument GEAR CONTROL OIL PRESSURE


GND

0 V ... 10 VImax � 4 mA GEAR CONTROL OIL PRESSURE

Scale: 0 bar ... 30 bar


+ 0 V ... 10 V Display instrument GEAR OIL TEMPERATURE


GND

0 V ... 10 VImax � 4 mA GEAR OIL TEMPERATURE

Scale: 0 °C ... 120 °C

* Standard values for the ENGINE SPEED display instrument of the various types of engine are(see engine measuring point list):

8/12/16 V 2000 M60 0 rpm ... 2200 rpm 8/12/16 V 4000 M60 + M60R 0 rpm ... 2200 rpm8/12/16 V 2000 M70 0 rpm ... 2500 rpm 8/12/16 V 4000 M70 0 rpm ... 2500 rpm8/12/16 V 2000 M80 0 rpm ... 2500 rpm 8/12/16 V 4000 M80 0 rpm ... 2500 rpm8/12/16 V 2000 M90 0 rpm ... 3000 rpm 8/12/16 V 4000 M90 0 rpm ... 2500 rpm12 V 2000 M91 0 rpm ... 3000 rpm



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210

IIB 1

V

209

COB

0 VDC … 10 VDC

=37.x.1+A301–A108

V V

ENGINESPEED

instrumentMain control

station

ENGINESPEED

instrument1st auxiliary

control station

ENGINESPEED

instrument2nd auxiliary

control station

Fig. 10 : Example: ENGINE SPEED instrument connection

Note: Gear control oil pressure and gear oil temperature:These output signals are only available when measuring sensors are providedon the gear. Refer to the relevant gear measuring point list for information.

The shaft speed can also be displayed as an option (only in conjunction withEngine Control System ECS-5, monitoring II and when measuring sensors areprovided on the gear). Output signal normalization depends on the type ofengine and gear (rated engine speed and gear transmission ratio). Adjustmentmust be made on an order-dependent basis (see gear measuring point lists).0 VDC ... 10 VDC are output on reduction gears, polarity is reversed on rever-sing gears (ahead: 0 VDC ... 10 VDC, astern: 0 VDC ... –10 VDC).

All the signals mentioned above are also available via the serial interface.

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2.2 Interface to the monitoring and control system via a serial interface

2.2.1 General information about serial interface PIM 1

Fig. 11 : Peripheral Interface Module PIM 1 – serial interface

Peripheral Interface Module PIM 1 establishes a serial connection between the redundantECS-5 field bus and a serial RS422 interface.

This allows access of a monitoring and control computer to process data of Engine Con-trol System ECS-5. Furthermore, the corresponding command data can be placed on thebus. This facilitates software-controlled operation of Engine Control System ECS-5.

Peripheral Interface Module PIM 1 is supplied separately. It incorporates a specially pro-grammed MPU 23 printed circuit board (together with an interface extension CCB 1 for thesecond CAN interface) and one SCB 3 printed circuit board for interface conversion toRS422.



E 531 932 / 00 E – 02.2000 –

2.2.2 Connection of monitoring and control assemblies

The following components are directly connected to Peripheral Interface Module PIM 1:

� Serial RS422 interface of the system produced by another manufacturer

The connection is established directly at the screw terminals of the Peripheral InterfaceModule PIM 1 with the equipment identifier tag =37.X.1+A301–A109.

The following connections must be established:


A109-201 RS422 O1 Interface is electrically-isolated –

A109-203 RS422 O2 Interface is electrically-isolated –

A109-207 RS422 I1 Interface is electrically-isolated –

A109-209 RS422 I2 Interface is electrically-isolated –

Data transmission

Bit-serial In accordance with the RS422 standardBaud rate 1.2 kbd to 19.2 kbdElectrical isolation By optocoupler

Reference documentation:The following documents contain information on data protocols and transmis-sion protocols:

Transmission protocol for both series:The data protocol described in document no. E 531 652 is used for data trans-mission via the serial RS422 interface.

Data protocol for series 2000:“ECS-5 interface description, measuring points on DDC/MTU series 2000”, Docu-mentation Part 1, document no. E 531 934

Data protocol for series 4000:“ECS-5 interface description, measuring points on DDC/MTU series 4000”, Docu-mentation Part 1, document no. E 531 935

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Note: The standard wiring diagram shows an unshielded cable as it is assumed thatthe Peripheral Interface Module PIM 1 is located in the immediate vicinity of themonitoring computer (in the same console or housing).

It is recommended to use a shielded cable as a data line for connections overlonger distances to improve the signal-to-noise ratio. The shielding must beconnected to ground on the appropriate system on one side only. Terminal 205on the PIM 1 =37.X.1+A301–A109 can be used for this (see fig. 12).

I1207

Module housing with SCB 3

Transmission channel 1

COB

SCB 3

I2

O1

O2

209

201

203

205

O1

O2

I1

I2

Monitoringcomputer

RS422

Fig. 12 : Example: Connection of a monitoring computer



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2.3 Interfaces to the monitoring and control system at Local Operating PanelLOP 1

The following components and signals which can be assigned to a monitoring and controlsystem are connected directly at Local Operating Panel LOP 1:

� Emergency stop pushbutton

� Safety system override pushbutton

This assembly is directly connected to the Peripheral Interface Module PIM withequipment identifier tag =21.X+A001–A020.

� Combined alarm active output


� Combined alarm acknowledge pushbutton


2.4 General information about Local Operating Panel LOP 1

Reference documentation:A separate manual entitled “Local Operating Panel Type LOP 1, MTU/DDCseries 4000 and DDC/MTU series 2000, Marine applications”, DocumentationPart 1 provides a detailed description of the entire assembly and all its func-tions.

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2.4.1 Connection of monitoring and control assemblies

The interfaces on the Local Operating Panel and their proper connection are presentedbelow.

2.4.1.1 Emergency stop


Emergency stop pushbutton input

X010-61 Contact COM Min. contact loading: 1 A/250 V Any number of push-buttons can be connec-ted The contacts must

X010-11 Contact NO Min. contact loading: 1 A/250 Vted. The contacts mustbe connected in parallelin this case.

Feedback is received in parallel via Peripheral Interface Module PIM 2 (see chap. 2.1.3).

LOP 1

EMERGENCY STOP (at 2nd auxiliary control station)

=21.X+A001–X01011 611098 60 62 63

EMERGENCY STOP (at 1st auxiliary control station)

EMERGENCY STOP (at main control station)

+24

VD

CU

_EM

ER

G.

RE

LIN

(H

)

Fig. 13 : “EMERGENCY STOP pushbutton” connection



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2.4.1.2 Safety system override

Activating the “Safety system override” function by the monitoring and control system pro-duced by another manufacturer at the main control station is only possible via the serialinterface as only this interface provides all the requisite information (individual alarms).

The Local Operating Panel provides an additional floating binary input for an externalpushbutton. The “Safety system override” function is activated via this pushbutton asfollows:

� 1st actuation: SAFETY SYSTEM OVERRIDE ON

� 2nd actuation: SAFETY SYSTEM OVERRIDE OFF

Feedback is only possible via the serial RS422 interface (PIM 1).

Note: The “Safety system override” function prevents automatic engine stopping. Thismay be important in cases where manoeuvrability takes precedence overpotential damage to the engine or gear. Stop commands from the engine moni-toring and control system or gear monitoring and control system are not execu-ted as long as the “Safety system override” function is activated.

When the engine is started with the “Safety system override” function activated, the startinterlocks “Gear not neutral” and “SDAF closed” are bypassed.

The manual stop function (stop pushbuttons) and the emergency stop function (emer-gency stop pushbuttons, overspeeding) remain uneffected by the “Safety system override”feature.

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Safety system override pushbutton input

A020-405 Optocoupler H Switches to +24 VDC at terminal 405(constant input current of approx. 4 mA)

Any number of push-buttons can be connec-ted The contacts must

A020-406 Optocoupler L Applies terminal 406 to groundted. The contacts mustbe connected in paralleli thi

X010-60 +24 VDC supply Max. 0.1 Ain this case.

X010-10 GND supply

Note: An external voltage of up to +24 VDC can be supplied to the two terminals(A020-405 and A020-406) to activate the “Safety system override” function asan alternative to connection of a pushbutton as shown in fig. 14.

LOP 1

SISY OVERRIDE(at 2nd auxiliary control station)

=21.X+A001–X01060

406

405

SISY OVERRIDE(at 1st auxiliary control station)

SISY OVERRIDE (at main control station)

+24

VD

CM

CS

2_24

V

10

GN

D

=21.X+A001–A020

OC

IN(H

)O

CIN

(L)

Terminals on PIM A020in the LOP

Fig. 14 : “SAFETY SYSTEM OVERRIDE pushbutton” connection



E 531 932 / 00 E – 02.2000 –

2.4.1.3 Combined alarm and acknowledgement

Individual alarms and status messages are only transmitted on the serial interface formonitoring and control systems produced by other manufacturers. Combined alarms andtheir acknowledgement via parallel signals from the main control station are not foreseen.

Individual alarms can be acknowledged at the Local Operating Panel by pressing lumi-nous pushbutton “ALARM ACKNOWLEDGEMENT”.

The Local Operating Panel provides an additional binary input for connection of an exter-nal acknowledgement pushbutton for “LOP combined alarm”.

After an automatic engine stop by the safety system or emergency engine stop, the safetysystem must be reset as follows by pressing luminous pushbutton “ALARM ACKNOW-LEDGE” or the external “LOP combined alarm” pushbutton:

� 1st actuation: Horn and/or beacon are switched off (depending on equipment).

� 2nd actuation:Alarm acknowledgement and safety system resetThe engine can only be restarted after pressing this pushbutton twice.

The Local Operating Panel provides a floating relay output (changeover contact) for theconnection of a signal lamp for “LOP combined alarm” or for processing within a superor-dinate combined alarm system.

� First alarmThe contact becomes active and remains active as long as the alarm is applied.On receiving a new alarm, the contact drops for approx. 1 s and then switchesback to active.

� The contact returns to its initial state when no alarm is applied.

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Combined alarm acknowledgement pushbutton input

A010-215 Optocoupler H Pushbutton to +24 VDC at terminal 215 Any number of push-buttons can be connec

A010-216 Optocoupler L Applies terminal 216 to groundbuttons can be connec-ted. The contacts mustbe connected in parallel

X010-66 +24 VDC supply Max. 0.1 Abe connected in parallelin this case.

X010-16 GND supply

Combined alarm active output

A010-207 Contact NC Contact loading: 24 VDC, max. 50 W,max switching current: 2 A

Connection of a horn orbeacon (floating con

A010-208 Contact NOmax. switching current: 2 A beacon (floating con-

tact) or superordinatecombined alarm

A010-209 Contact COMcombined alarmsystem.

X010-65 +24 VDC supply Max. 0.1 A

y

X010-15 GND supply

Note: An external voltage of up to +24 VDC can be supplied to the two terminals(A010-215 and A010-216) to activate the “LOP combined alarm” acknowledge-ment function as an alternative to connecting a pushbutton as shown in fig. 15.

LOP 1

LOP COMBINED ALARM ACKNOWLEDGEMENT(at 2nd auxiliary control station)

=21.X+A001–X01066

216

215

LOP COMBINED ALARM ACKNOWLEDGEMENT(at 1st auxiliary control station)

LOP COMBINED ALARM ACKNOWLEDGEMENT(at main control station)

+24

VD

CLO

P_2

4V

16

GN

D

=21.X+A001–A010

OC

IN(H

)O

CIN

(L)

Terminals of PIM A010in the LOP

Fig. 15 : “LOP COMBINED ALARM ACKNOWLEDGEMENT pushbutton” connection



E 531 932 / 00 E – 02.2000 –

The relay output for “LOP combined alarm” feedback can be used in two ways:

� Floating output (see fig. 16, example shows the use of an external supplyvoltage +UEXT)

� Output of a voltage at MTU potential (see fig. 17, example shows the use of anexternal signal lamp on the MTU voltage LOP_24V). Check maximum loadingin accordance with the table above.

LOP 1

=21.X+A001–X01065 207

208

+24

VD

CLO

P_2

4V

16

GN

D

=21.X+A001–A010

CO

MN

O

Terminals of PIM A010in the LOP20

9

NC

Externalsupply voltage

“LOP combined alarm” active

“LOP combined alarm” not active

Externalsupply voltage GNDGND

+UEXT

Fig. 16 : Connection of the “LOP combined alarm”, example “floating”

LOP 1

=21.X+A001–X01065 207

208

+24

VD

CLO

P_2

4V

16

GN

D

=21.X+A001–A010

CO

MN

O

Terminals of PIM A010in the LOP20

9

NC

“LOP combined alarm” active

“LOP combined alarm” not active

Fig. 17 : Connection of the “LOP combined alarm” relay output, example “MTU potential”

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External RCSChapter 3


E 531 932 / 00 E – 02.2000 –

Chapter 3

Connection of remote control systems

produced by other manufacturers

Chapter 3

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3 Connection of remote control systems produced by othermanufacturers

Local Operating Panel

LOP 1

GearControl Unit

GCU

Remote control systemproduced by other

manufacturers

Par

alle

l sig

nals

gear

Par

alle

l sig

nals

engi

ne

EngineControl

UnitECU


EMU*

GearMonitoring Unit

GMU*

MTU cableMTU cable

MTU cable

gene

ral

MTU cable

Fig. 18 : Block circuit diagram “Connection of a remote control system”

The connections to an external remote control system are established by terminal strips inthe following two assemblies:


� Gear Control Unit GCU orGear Control and Monitoring Unit GCU/GMU

Assemblies marked with * are optional extensions which have no effect on hardwarecabling. Connections represented by a thick line are established by cables supplied byMTU with fixed (coded) connectors.



E 531 932 / 00 E – 02.2000 –

3.1 Remote control interfaces on Gear Control Unit GCU

The following components and signals which can be assigned to a remote control systemare directly connected at Gear Control Unit GCU

� Activation of solenoid valves on the gear

� Disengage setting, Local mode active

� “Engage” speed window

� Clutch state feedback

3.1.1 General information about Gear Control Unit GCU

Reference documentation:“Gear Control Unit GCU”, Documentation parts 1 – 5, document no. E 531 689contains a detailed description of the entire assembly and all its functions.Refer to “Gear Control and Monitoring Unit GCU/GMU”, Documentation Parts1 – 5, document no. E 531 690 if the “Gear Control and Monitoring UnitGCU/GMU” is used.

3.1.2 Connection of control assemblies

The interfaces on Gear Control Unit GCU and their proper connection are presentedbelow.

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3.1.2.1 Binary inputs

Clutch control

The type of clutch control connection depends on propulsion plant design:

� Reversing gear with Fixed Pitch Propeller FPP (see fig. 19)

� Reduction gear for Controllable Pitch Propeller CPP and Waterjet WJ (see fig. 20)

� Reversing gear for Waterjet WJ with backflush feature (see fig. 21)

In Local mode, the clutch settings from the control system are directly switched through tothe solenoid valves on the gear via the relay contacts in the GCU without GCU control.

Contact loading of all relays therefore depends on the valves on the gear, but must be atleast 24 VDC/3 A. Valve supply via the GCU is possible up to a total current of 2 A.

Note: The switching function of the external relays is only represented schematically.

The terminals used for clutch control are assigned as follows:


Clutch control inputs

A030-604 Contact NCRelay contact to +24 VDC at terminal 604(input current depends on valves on gear,max. 2 A)

Engage astern

A030-607 Contact NC +24 VDC to terminal 607 (input currentdepends on valves on gear, max. 2 A) Disengage enable


Neutral or disengage


Engage ahead orengage

A030-411 +24 VDC Supply for clutch control contacts (max. 2 A)

Note: Remote control system clutch settings are executed immediately after switchingthe systems on and changing over to Remote mode. In these cases, the clutchsetting must be NEUTRAL or OFF for this reason. The GCU provides a Localmode relay contact (see chap. 3.1.2.2) for resetting the clutch to NEUTRAL orOFF on changing over to Local mode.



E 531 932 / 00 E – 02.2000 –

GCU

411

610

613

GC

U_2

4V

=21.X+A002–A030 Terminals of the GCM A030 of the GCU60

7

604

K001K002

K001

K002

K002 K001

RCS

413

414

416

601

+UEXT

K003K003

+UEXT

+UEXT +UEXT

AH

EA

D

NE

UT

RA

L

DIS

EN

GA

GE

EN

AB

LE

AS

TE

RN

Fig. 19 : “Clutch control contact” connection, example for FPP

Note: Concerning fig. 19:All clutch signals are to be realized as static signals. Terminals 413, 414, 416,601 are binary outputs provided for overall clutch control. Their assignment isexplained in chap. 3.1.2.2. Fig. 22 is a schematic representation of internalfunctions.

GCU

411

610

613

GC

U_2

4V


5

507

K001 K002

RCS

413

414

416

601

ONOFF

K002K001

Zerothrust

ON

OF

F

+UEXT +UEXT+UEXT

+UEXT

Fig. 20 : “Clutch control contact” connection, example for CPP and WJ

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Note: Concerning fig. 20:The clutch signals are to be realized as static signals. Engage enable at zerothrust of the CPP or WJ in Remote mode must be provided by the remote con-trol system. Terminals 413, 414, 416, 601, 505, 507 are binary outputs providedfor overall clutch control. Their assignment is explained in chap. 3.1.2.2. Fig. 22is a schematic representation of internal functions.

GCU

411

610

613

GC

U_2

4V


5

507

K001

K003

RCS41

341

441

660

1

ONOFF

K002K001

Zerothrust

607

604

K001

K003 K003

Back-K002

ON

OF

F

DIS

EN

GA

GE

EN

AB

LE

BA

CK

FLU

SH

+UEXT

+UEXT +UEXT+UEXT

flush

Fig. 21 : “Clutch control contact” connection, example for WJ featuring backflush

Note: Concerning fig. 21:The clutch settings ON and OFF are to be realized as static signals, the BACK-FLUSH setting as a dynamic signal. Terminals 413, 414, 416, 601, 505, 507 arebinary outputs provided for overall clutch control. Their assignment is explainedin chap. 3.1.2.2. Fig. 22 is a schematic representation of internal functions.Engage enable at zero thrust of the WJ in Remote mode must be provided bythe remote control system.



E 531 932 / 00 E – 02.2000 –

3.1.2.2 Binary outputs

Gear Control Unit GCU provides a range of floating binary signals for overall clutchcontrol.

The terminals used for clutch control are assigned as follows:


Local mode output

A030-601 Contact NO

A030-602 Contact NC Contact loading 24 VDC, max. 50 W,max. switching current 2 A

Local mode

A030-416 Contact COM

max. switching current 2 A

Clutch state feedback outputs

A030-501 Contact NO Ahead/engagefeedback

A030-502 Contact NO

Contact loading 24 VDC max 50 W

Neutral/disengagefeedback

A030-503 Contact NO

Contact loading 24 VDC, max. 50 W,max. switching current 2 A Astern/backflush

feedback

A030-504 Contact COMCommon connection forrelay contacts for clutchstate feedback signals

Engage interlock output

A030-506 Contact NO


Engage interlock(speed-dependent)


max. switching current 2 A (s eed-de endent)

Disengage output

A030-414 Contact NO


Disengage


max. switching current 2 A

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GCU

504

501 =21.X+A002–A030

Terminals of the GCM A030 of the GCU

502

503

Supply of an external voltage UEXT

416

601

602

413

414

415

505

506

507

Loca

l mod

eac

tive

Dis

enga

ge

Eng

age

inte

rlock

(spe

ed-d

epen

dent

)

Fig. 22 : “Clutch control output” connection

Switching between Remote mode and Local mode

The engine must be running at idling speed on switching between the operating modesand the gear must be disengaged for reasons of safety. On switching over to the otheroperating mode, the settings are immediately transferred and executed in all cases.

The GCU provides the relay contact (changeover contact) LOCAL MODE (terminalsA030-416, A030-601, A030-602) for this reason. The remote control settings must be setto engine idling and clutch neutral via this contact.

Note: Refer to the information on speed setting (see chap. 3.2.2.1) and clutch setting(see chap. 3.1.2.1).



E 531 932 / 00 E – 02.2000 –

Automatic disengagement

The GCU provides a floating relay contact (changeover contact) DISENGAGE (terminalsA030-413, A030-414, A030-415) which makes contact each time the engine is started,stopped and emergency stopped.

The remote clutch control must be set to its initial state (i.e. gear in neutral or disengaged)by this dynamic signal.

This contact should also be used to increase safety by automatically adjusting the speedsetting to idling to prevent the engine speed increasing after starting in Remote mode.

Engagement interlock depending on engine speed (engagement window)

The GCU also provides a floating relay contact (changeover contact) ENGAGE INTER-LOCK (terminals A030-505, A030-506, A030-507) which responds as follows:

� Engine at a standstill:Contact is switched – engagement is interlocked.

� Engine running at a speed inside an “engagement window”:Contact is in the quiescent state – engagement is enabled.

� Engine running at a speed above or below the “engagement window”:Contact is switched – engagement is interlocked.

The engagement window default setting is “idling speed �150 rpm”. This setting can be adjusted on-board (using the dialog unit, the relevant parameter is partof the range of Engine Control Unit ECU functions).

Engagement is enabled in case of failure of the relay or this function for reasons of safety.In such cases, the operator must ensure that the maximum admissible engagementspeed is not violated.

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Clutch state feedback

When measuring sensors are provided on the gear, Gear Control Unit GCU providesclutch state feedback via floating relay contacts (three NO contacts, terminals A030-501,A030-502, A030-503 with a common root, terminal A030-504).

� Ahead/engage feedback, terminal A030-501

Only when a pressure monitor is installed on the gear:– On reversing gears: AHEAD– On reduction gears: ENGAGE– On reversing gears with waterjet: ENGAGE

� Neutral/disengage feedback, terminal A030-502

With or without limit switch installed on the gear:(If there is no limit switch on the gear, the signal is generated from the electricalclutch command, when the gear is active ahead/engaged or astern: Feedbackoff, when the gear is not active ahead/engage or astern: Feedback NEUTRAL/DISENGAGE):– On reversing gears: NEUTRAL– On reduction gears: DISENGAGE– On reversing gears with waterjet: DISENGAGE

� Astern/backflush feedback, terminal A030-503:

Only when a pressure monitor is installed on the gear:– On reversing gears: ASTERN– On reduction gears: Not applicable– On reversing gears with waterjet: BACKFLUSH



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3.2 Interfaces to the remote control system at Local Operating Panel LOP 1

The following components and signals which can be assigned to a remote control systemare connected directly at Local Operating Panel LOP 1:

� Speed setting

The speed is set by an analog signal (4 mA ... 20 mA) or pushbuttons (speedup, speed down); switching between these two methods is possible by actua-ting a switch. The connection is established directly at the terminal strip withequipment identifier tag =21.X+A001–X004 (located on the CIB 3 assembly).

� Feedback to the remote control system

The ENGINE SPEED and INJECTION QUANTITY/ENGINE LOAD signals (0 VDC ... 10 VDC respectively) are tapped directly at the Peripheral InterfaceModule PIM with equipment identifier tag =21.X+A001–A010.

3.2.1 General information about Local Operating Panel LOP 1

Reference documentation:A separate manual entitled “Local Operating Panel Type LOP 1, MTU/DDCseries 4000 and DDC/MTU series 2000, Marine applications”, DocumentationPart 1 provides a detailed description of the entire assembly and all its func-tions.

3.2.2 Connection of control assemblies

The interfaces on the Local Operating Panel and their proper connection are presentedbelow.

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3.2.2.1 Analog and binary inputs

Speed setting


Analog speed setting input

X004-83 Analog 4 mA ... 20 mA, 4 mA corresponds to idling speed

X004-84 Ground to terminal83

4 mA corresponds to idling speed20 mA corresponds to rated engine speed

Binary speed setting input (pushbutton)

X004-91 +24 VDC Supply for pushbuttons and switches forbinary speed setting

Connection of thispushbutton is intendedas a backup (“Emer

X004-90 Contact NO Speed increase pushbuttonas a backup (“Emer-gency operation”) in

i li tiX004-89 Contact NO Speed decrease pushbutton

g y )marine applications.

X004-88 Contact NO “Switch speed setting” switch

LOP 1

SWITCH SPEED SETTING switch(BACKUP ON)

83 9091

(4 m

A ..

. 20

mA

)

84

GN

D

=21.X+A001–X004

+24

VD

C

OC

IN(H

)

Terminals on CIB 3in the LOP

U_S

T2

89 88

SPEED DECREASE pushbutton

SPEED INCREASE pushbutton

OC

IN(H

)O

CIN

(H)

Automatic setting(analog)

GN

D

4 m

A ..

. 20

mA

Backup setting(binary)

IIN

Fig. 23 : “Speed setting” connection



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The speed setting is normally realized as an analog 4 mA ... 20 mA setting (voltagebetween terminals 83 and 84: USet ≥ 5 VDC). A backup feature can be realized by switching over to binary signal setting (pushbutton).Both types of setting are only evaluated when Remote mode is active.

An alarm is output (combined alarm LOP, monitoring and control system or at a serialinterface) should the analog signal (4 mA ... 20 mA) fail.

Note: The speed setting of the Remote Control System is immediately executed whenthe systems are switched on and on changing to Remote mode. For thisreason, the speed must be set to idling (4 mA) in these cases. The GCU pro-vides a relay contact LOCAL MODE (see chap. 3.1.2.2) to reset the speed toidling (4 mA) on changing to Local mode.

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3.2.2.2 Analog outputs

Engine speed and injection quantity/engine load

Analog signals (0 VDC ... 10 VDC) are provided for the following measuring variables atLocal Operating Panel LOP 1:

� Engine speedNormalization of the analog output depends on the engine and is as follows(10 VDC represents the range limit value):

Engine type Speed range

8/12/16 V 2000 M60 0 rpm ... 2200 rpm

8/12/16 V 2000 M70 0 rpm ... 2500 rpm

8/12/16 V 2000 M80 0 rpm ... 2500 rpm

8/12/16 V 2000 M80 0 rpm ... 2500 rpm

12 V 2000 M91 0 rpm ... 3000 rpm

8/12/16 V 4000 M60 + M60R 0 rpm ... 2200 rpm

8/12/16 V 4000 M70 0 rpm ... 2500 rpm

8/12/16 V 4000 M80 0 rpm ... 2500 rpm

8/12/16 V 4000 M90 0 rpm ... 2500 rpm

� Injection quantity/engine loadThe 0 VDC ... 10 VDC signal corresponds to 0 % ... 100 % of the quantity of fuelinjected.100% corresponds to the max. admissible injection quantity at a certain enginespeed.With regard to engine power, this means:100% injection quantity is the amount of fuel which must be available to generatethe max. admissible power at the relevant engine speed. The max. admissiblepower value changes at different engine speeds. However, this value still repre-sents 100% admissible power at the engine speed concerned.



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The following connections must be established for the analog outputs:


A010-409 Analog + 0 V ... 10 VENGINE SPEED

A010-410

Analogoutput GND

0 V ... 10 VImax � 5 mA ENGINE SPEED

A010-413 Analog + 0 V ... 10 V INJECTION QUANTITY/ENGINE

A010-414

Analogoutput GND

0 V ... 10 VImax � 5 mA QUANTITY/ENGINE

LOAD

LOP 1

409

UO

UT

(0 V

DC

... 1

0 V

DC

410

GN

D

=21.X+A001–A010 Terminals of the PIM A010in the LOP

U

413

UO

UT

414

GN

D

U

Engine speed Injection quantity/engine load

(0 V

DC

... 1

0 V

DC

)

Fig. 24 : “Engine speed and injection quantity/engine load” connection

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Power supply connectionChapter 4


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Chapter 4

Power supply connection

Chapter 4

46PagePower supply connection

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4 Power supply connection

Local Operating Panel

LOP 1

GearControl Unit

GCU


EngineControl

UnitECU


EMU*


GearMonitoring Unit

GMU*

MTU cableMTU cable

MTU cable

Powersupply(Yard)

Mai

n su

pply

Em

erge

ncy

supp

ly

Main supply Emergency supply

MTU cable

PIM supply PIM supply

+Ubext/M +Ubext/E

Fig. 25 : Block circuit diagram “Power supply”

The power supply for the following three assemblies must be established:




The Yard main and emergency supplies are connected to Local Operating Panel LOP 1only. The two Peripheral Interface Modules PIM 1 and PIM 2 are connected via the LocalOperating Panel and thus supplied by it.

The Engine Control Unit ECU and the Gear Control Unit GCU are likewise supplied via theLocal Operating Panel. No additional connections are required to be established as theseassemblies are supplied by the corresponding MTU cable.

Assemblies marked * are optional extensions which are also supplied via Local OperatingPanel LOP 1. These optional extensions have no effect on hardware cabling for thisreason. However, a higher power supply is required and must be taken into consideration.

Connections represented by a thick line are established by cables supplied by MTU withfixed (coded) connectors.



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4.1 Local Operating Panel LOP

4.1.1 Local Operating Panel LOP 1 supply voltages

All the assemblies of the Propulsion Control System (including the interface modules) canbe connected to the ship’s power supply via Local Operating Panel LOP 1. A separatesupply and a power on/off circuit is required for monitoring and control systems or remotecontrol systems produced by other manufacturers. The Propulsion Control System can beswitched on/off by an external switch (e.g. key-operated switch at the main control station,Yard supply). One on/off switch with two NO contacts is required for each propulsion line(i.e. for each Propulsion Control System).

The supply voltage is supplied to the Local Operating Panel via terminal strip X010:


X010 +L1 +Ubext/MFuse protection 25 A 2 pole respectively Main control supply

X010 –L1 GNDFuse protection 25 A, 2-pole respectively Main control supply

X010 +L2 +Ubext/EFuse protection 25 A 2 pole respectively Emergency control

X010 –L2 GNDFuse protection 25 A, 2-pole respectively Emergency control

supply

X010 +L3 +Ubext/MFuse protection 25 A 2 pole respectively Main monitoring supply

X010 –L3 GNDFuse protection 25 A, 2-pole respectively Main monitoring supply

X010 +L4 +Ubext/EFuse protection 25 A 2 pole respectively Emergency monitoring

X010 –L4 GNDFuse protection 25 A, 2-pole respectively Emergency monitoring

supply

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LOP 1

=21.X+A001–X010+L1 –L1 +L2 –L2 +L3 +L3 +L3 –L3 –L3 –L3 +L4 +L4 +L4 –L4 –L4 –L4

Power supply(Yard)

Main supply Emergency supplyGND GND

8 x 25 A

+Ubext/M +Ubext/E

Fig. 26 : “Local Operating Panel LOP supply voltage” connection

4.1.2 Connection of an on/off switch

The on/off switch is connected directly to terminal strip -X010 at Local Operating PanelLOP 1. The on/off control inputs of Local Operating Panel LOP 1 are jumpered at terminalstrip -X010 (on delivery), these jumpers must be removed before connecting the externalon/off switch.

The following connections must be removed:


X010-51 Jumper 1/51 0.5 mm2, colour: yellow First contact level of thekey operated switch for

X010-1 Jumper 1/51 0.5 mm2, colour: yellowkey-operated switch forECS-5 control

X010-52 Jumper 2/52 0.5 mm2, colour: yellow Second contact level ofthe key operated switch

X010-2 Jumper 2/52 0.5 mm2, colour: yellowthe key-operated switchfor ECS-5 monitoring



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The following connections must be established:

� E.g. for a key-operated switch

This assembly is connected directly to the terminal strip with the equipmentidentifier tag =21.X+A001–X010.


Key-operated switch input

X010-51 Contact NO Min. contact loading: 24 VDC/0.1 A First contact level of thekey operated switch for

X010-1 Contact COM Min. contact loading: 24 VDC/0.1 Akey-operated switch forECS-5 control

X010-52 Contact NO Min. contact loading: 24 VDC/0.1 A Second contact level ofthe key operated switch

X010-2 Contact COM Min. contact loading: 24 VDC/0.1 Athe key-operated switchfor ECS-5 monitoring

1

LOP 1

=21.X+A001–X0102 51 52

Key-operated switch“ON”

GN

DG

ND

RE

LIN

(L)

RE

LIN

(L)

Fig. 27 : “Key-operated switch” connection

Note: The two NO contacts of the key-operated switch must be closed and opened inparallel by a key.

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4.1.3 Peripheral Interface Module PIM 2

The supply voltage for the Peripheral Interface Module PIM 2 is tapped directly at theLocal Operating Panel:


A108-101 +Ubext From the Local Operating Panel, protected by

A108-103 GND

From the Local O erating Panel, rotected byF10 (8 A)

A108-106 PE Max. 10 cm connection to ship’s ground Grounding

A108-415 +Ubext Current results from the total of all currents for Signal lamp supplyA108-416 GND

Current results from the total of all currents foreach signal lamp

Signal lamp supply

PIM 2

Terminal strip 1xx101 102 103 104 106

Power supply

GND

8 ALOP 1

53 3 Terminal strip =21.x+A001–X010

F10

Terminal strip 4xx 415 416

BOB 3 supply

+Ubext

+Ubext

GNDPIM 1supply

Fig. 28 : “Peripheral Interface Module PIM 2” power supply connection at Local Operating Panel LOP 1

Note: The lamps can be dimmed by regulating the external supply voltage “+UEXT forsignal lamps”. The transistor outputs for the signal lamps switch to ground (seechap. 2.1.3).



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The supply voltage for the Peripheral Interface Module PIM 1 is connected in parallel toPeripheral Interface Module PIM 2.


A109-101 +Ubext From the Local Operating Panel, protected by

A109-103 GND

From the Local O erating Panel, rotected byF10 (8 A)

A109-106 PE Max. 10 cm connection to ship’s ground Grounding

PIM 1

Terminal strip 1xx101 102 103 104 106

+Ubext

GND

Supply voltage of LOP 1 (see fig. 28)

Fig. 29 : “Peripheral Interface Module PIM 1” power supply connection parallel to PIM 2

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Bus system connectionChapter 5


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Chapter 5

Bus system connection

Chapter 5

54PageBus system connection

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5 Bus system connection

LocalOperating Panel

LOP 1

GearControl Unit

GCU


Field busField bus

EngineControl

UnitECU

EngineMonitor-

ingUnit EMU*


GearMonitoring Unit

GMU*

MTU cableMTU cable

MTU cable

MTU cable

Fig. 30 : “Bus system” block circuit diagram

The field bus for the system must be routed to the following assemblies at least:




Engine Control Unit ECU and Gear Control Unit GCU are connected to the bus via theLocal Operating Panel by the appropriate MTU cable.

The other assemblies must be interconnected by a shielded cable.

Assemblies marked * are optional extensions whose bus connections are established viathe respective assemblies to which their functions are assigned (GMU together with theGCU via Local Operating Panel LOP 1, EMU via Local Operating Panel LOP).This optional extension therefore has no effect on the hardware cabling of the bus.

Connections represented by a thick line are established by cables supplied by MTU withfixed (coded) connectors.

Note: The field bus can also be connected to other assemblies not shown in fig. 30(e.g. the MTU Remote Control System RCS-5).The connection is always established at the last bus station (in this case e.g. atPeripheral Interface Module PIM 1).



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5.1 Terminals for field bus connection

5.1.1 Local Operating Panel LOP 1

The field bus is connected via terminal strip X010:


X010 –17 CAN (H)

X010 –18 CAN (L) CAN 1 (default) –

X010 –19 CAN GND

X010 –67 CAN (H)

X010 –68 CAN (L) CAN 2 (redundant) –

X010 –69 CAN GND

LOP 117 18 19 67 68 69

GND

=21.X+A001–X010

(L)(H) GND(L)(H)Default Redundant

to PIM 2Terminals 109 107 105

to PIM 2Terminals 115 113 113

Removeresistor(120 �)

Removeresistor(120 �)

Fig. 31 : “Field bus to Local Operating Panel LOP 1” connection

Note: Any resistors (120 �) at terminals 17 and 18 and 67 and 68 must be removed.They are no longer required here. Connect the cable shielding to housingground. This is realized by the grounding insert of the cable entry on the hou-sing of Local Operating Panel LOP 1.

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The field bus is connected via terminal strip 1xx:


109 CAN (H)CAN 1 (default) from the Local Operating Panel

107 CAN (L)CAN 1 (default) from the Local Operating Panel Ground terminal 105 is

also used for cables to

105 CAN GND Ground of CAN 1 (default) from the Local Opera-ting Panel and to the next bus station (PIM 1)

also used for cables tothe next bus station.

115 CAN (H) CAN 2 (redundant) from the Local Operating

113 CAN (L)

CAN 2 (redundant) from the Local O eratingPanel Ground terminal 111 is

also used for cables to

111 CAN GNDGround of CAN 2 (redundant) from the LocalOperating Panel and to the next bus station(PIM 1)

also used for cables tothe next bus station.

110 CAN (H)CAN 1 (default) to the next bus station (PIM 1)

108 CAN (L)CAN 1 (default) to the next bus station (PIM 1)

116 CAN (H) CAN 2 (redundant) to the next bus station

114 CAN (L)

CAN 2 (redundant) to the next bus station(PIM 1)

PIM 2

110 108 105 116 114 111

GND

Terminal strip 1xx

(L)(H) GND(L)(H)

Default Redundantat PIM 1Terminals 109 107 105 Terminals 115 113 111

109 107

GND (H) (L)Default

on the Local Operating Panel LOP 1From terminals 19 17 18

115 113

GND (H) (L)Default

on the Local Operating Panel LOP 1From terminals 69 67 68

at PIM 1

TwistedTwisted

Fig. 32 : “Peripheral Interface Module PIM 2” connection to the field bus



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The field bus is connected via terminal strip 1xx:


109 CAN (H)CAN 1 (default) from the Local Operating Panel Ground terminal 105 is

107 CAN (L)CAN 1 (default) from the Local Operating Panel Ground terminal 105 is

also used for cables tothe next bus station if

105 CAN GND Ground of CAN 1 (default) from PIM 2 and, ifapplicable, to the next bus station

the next bus station ifapplicable.

115 CAN (H) CAN 2 (redundant) from the Local Operating Ground terminal 111 is113 CAN (L)

CAN 2 (redundant) from the Local O eratingPanel

Ground terminal 111 isalso used for cables tothe next bus station if

111 CAN GND Ground of CAN 2 (redundant) from PIM 2 and, ifapplicable, to the next bus station

the next bus station ifapplicable.

PIM 1

110 108 105 116 114 111 Terminal strip 1xx109 107

GND (H) (L)Default

at PIM 2From terminals 105 110 108

115 113

GND (H) (L)Default

at PIM 2From terminals 111 115 113

Resistor(120 �)

Resistor(120 �)

Twisted Twisted

Fig. 33 : “Peripheral Interface Module PIM 1” connection to the process bus

Note: No shielded cable is required to establish the connection between PIM 1 andPIM 2 providing that the length of the cable between these two assemblies isless than 5 m. In this case, two three-wire, twisted cables are adequate.

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The two resistors (120 �) are only connected when no other bus stations are to be inclu-ded. If additional bus stations (e.g. for the Remote Control System RCS-5) are to be con-nected to the bus, connection is established in the same manner (cf. chap. 5.1.2). In thiscase, no resistor may be connected to this PIM 1. Resistors are only provided at the endof the bus connections, i.e. at those assemblies at which only two bus cables (default andredundant) are connected.

Technical dataChapter 6


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Chapter 6

Technical data

Chapter 6

60PageTechnical data

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6 Technical data

6.1 General

Operating voltages 24 VDC, –20 %/+30 %+Ub, +Ubext, +Uext Residual ripple less than 5 %

according to STANAG 1008

Operating temperature range –0 °C … +55 °C

Storage temperature range –10 °C … +70 °C

System power consumption 3 A ... 8 A continuous, (control) 20 A max.

(depending on the operating state of thepropulsion plant)

System power consumption Basic scope:(monitoring) 1 A continuous,

1.5 A max.

Classifiable version:3 A continuous,3.5 A max.

(both depending on the operating state of thepropulsion plant)

6.2 Local Operating Panel LOP 1

Dimensions (W x H x D) 400 mm x 500 mm x 240 mmSpace at side for connectors: +135 mm

Vibration 2 Hz … 13 Hz: xpp = ± 3.0 mm13 Hz … 100 Hz: a = ±1 g

Shock 10 g/11 ms semi-sinusoidal shock

Relative humidity Max. 95 %, condensing

EMI/EMC IEC 801

Protection IP 54 DIN 40 050

Weight 26 kg

Technical dataChapter 6


E 531 932 / 00 E – 02.2000 –

6.3 Peripheral Interface Modules PIM 1 and PIM 2

Vibrostability

DIN rail mounting 2 Hz … 12.8 Hz: Xpp = 2 mm12.8 … 100 Hz: a = ±1 g

Screw mounting 2 Hz … 25 Hz: Xpp = 3.22 mm25 Hz … 100 Hz: a = ±4 g

Shock 10 g, 11 ms

Protection IP 20 in accordance with DIN 40 050

Relative humidity 0 % … 97 %, non-condensing

PIM 1

Dimensions (H x W x D) 75 mm x 70 mm x 90 mm

Number of terminals 32

Weight Approx. 0.3 kg (fully equipped)

PIM 2

Dimensions (H x W x D) 75 mm x 140 mm x 90 mm

Number of terminals 64

Weight Approx. 0.6 kg (fully equipped)

6.4 Engine Control Unit ECU

Dimensions (W x H x D) 455 mm x 277 mm x 91 mmHeight + approx. 230 mm for connectors

Weight 7 kg

Relative humidity 0 %... 95 %, condensing


Shock 15 g, 11 ms semi-sinusoidal shock

VibrostabilityFrequency 2 Hz ... 25 Hz Amplitude xpp = �1.6 mmFrequency 25 Hz ... 100 Hz Acceleration a = �4 gFrequency 20 Hz ... 2000 Hz Noise 1.3 g rms

EMI/EMC DIN EN 50081-2 and DIN EN 50082-2IEC1000-4-2IEC1000-4-3IEC1000-4-4IEC1000-4-5IEC1000-4-6

Chapter 6

62PageTechnical data

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6.5 Engine Monitoring Unit EMU

Dimensions (W x H x D) 300 mm x 84,5 mm x 268 mmHeight + approx. 230 mm for connectors

Weight 4.0 kg

Mounting 3 M6 x 20 hex-head bolts onEngine Control Unit ECU 4;tightening torque 6 Nm

Relative humidity 0 % ... 95 %, condensing


Shock 15 g, 11 ms semi-sinusoidal shock

VibrostabilityFrequency 2 Hz ... 25 Hz Amplitude xpp = �1.6 mmFrequency 25 Hz ... 100 Hz Acceleration a = �4 gFrequency 20 Hz ... 2000 Hz Noise 1.3 g rms

EMI/EMC DIN EN 50081-2 and DIN EN 50082-2

6.6 Gear Control and Monitoring Unit GCU/GMU 1,Gear Control Unit GCU 1

Dimensions (W x H x D) 385 mm x 300 mm x 240 mmSpace at side for connectors: +40 mm

Vibration 2 Hz … 13 Hz: ±1.0 mm13 Hz … 100 Hz: ±1 g

Ambient conditions Max. 95 % rel. humidity,non-condensing

Protection GCM module: IP 20With terminal box: IP 65

EMI/EMC Radiation: 10 V/m – 30 kHz – 1 GHzLine: 3 Vrms – 30 Hz … 80 MHzBurst: 2 kVSurge: 1 kV symm. / 2 kV asymm.ESD: 8 kV

Reference documentationAppendix


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Appendix

Appendix

64PageReference documentation

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Reference documentation

Refer to the following MTU manuals for detailed information about the individual assem-blies comprising and used in conjunction with Propulsion Control System PCS:

E 531 693 PCS-5 system description Part 1

E 531 xxx* Local Operating Panel LOP 1 Parts 1, 2, 3, 4, 5

E 531 712 PCS-5 with FMEA Part 1

E 531 689 Gear Control Unit GCU 1 Parts 1, 3, 4, 5

E 531 690 Gear Control and Monitoring Unit GCU/GMU 1 Parts 1, 3, 4, 5

E 531 934 Interface description DDC/MTU series 2000 Part 1

E 531 935 Interface description MTU/DDC series 4000 Part 1

E 531 652 RS422 data protocol Part 1

* The document number for the Local Operating Panel LOP 1 manual depends on thesoftware used in display panel DIS on the Local Operating Panel.

Documents

E531932_00E