MAN Energy Solutions 0210-0010-0032

1609-6
2019-11-18 - en

MOP Description
Preface

0210-0010-0032 1 (1)
Chapter 10 Frontpage

Chapter 02 Table of Contents and Introduction

Disclaimer .................................................................... 0220-0200-0001

Chapter 07 General Description

General Description .................................................... 0745-0100-0004

Chapter 66 Operation
Engine Control System ................................................ 6645-0180-0005
MOP Description ......................................................... 6645-0190-0009
Alarm Handling on MOP .............................................. 6645-0240-0009
Engine Operation ......................................................... 6645-0250-0015
Auxilliaries .................................................................... 6645-0260-0018
Maintenance ................................................................ 6645-0270-0013
Admin .......................................................................... 6645-0280-0007
MOP Overview ............................................................ 6655-0125-0008
MOP Alarm List ........................................................... 6655-0130-0012
MOP Event Log ........................................................... 6655-0135-0010
MOP Manual Cut-Out List ........................................... 6655-0140-0010
MOP Channel List ....................................................... 6655-0145-0011
MOP Operation ........................................................... 6655-0150-0012
MOP Status ................................................................ 6655-0155-0004
MOP Process Information ........................................... 6655-0160-0013
MOP Process Adjustment ........................................... 6655-0161-0008
MOP Chief Limiters ..................................................... 6655-0162-0010
MOP Hydraulic System ............................................... 6655-0175-0008
MOP Scavenge Air ...................................................... 6655-0180-0011
MOP Cylinder Lubricators ........................................... 6655-0185-0011
MOP System View – I/O Test ...................................... 6655-0190-0012
MOP Invalidated Inputs ............................................... 6655-0195-0008
MOP Network Status .................................................. 6655-0200-0011
MOP Function Test ..................................................... 6655-0203-0007
MOP Troubleshooting ................................................. 6655-0204-0008
MOP Set Time ............................................................. 6655-0205-0008
MOP Version ............................................................... 6655-0210-0012

Chapter 70 Control System

Engine Control System Diagram .................................. 7055-0150-0004
Table of contents

1 (1)
 MAN Energy Solutions 0220-0200-0001

Disclaimer regarding the ECS Screenshots

Disclaimer
This manual includes a series of screenshots showing images of the MOP screens.

These screenshots are used for reference in other parts of the manual and are a
strong visual aid in understanding and getting familiar with the ECS.

It is important to realize that the purpose of these screenshots is to illustrate the

ECS user interface in a qualitative way – not to give quantitative information
regarding the process control and feedback loops. The values displayed will not
always be consistent with those experienced on a real plant.

These discrepancies include (but are not limited to) the number of active alarms,
process values and set points.

Always consult the specific plant in order to get the precise

layout of the MOP screens.
2016-06-07 - en

0220-0200-0001
Preface

1 (1)
 MAN Energy Solutions 0745-0100-0004

Abbreviations
1 Abbreviations
On the abbreviation list below there may be abbreviations which are not used in
your system.
Abbreviation Description
ACU Auxiliary control unit
ACOS Automated controlled oil switch
ALS Alpha cylinder lubrication system
BN Base number
BOG Boil off gas
CCU Cylinder control unit
CNG Compressed natural gas
CoCoS EDS Computer controlled surveillance, engine diagnostics system
CPC Cylinder compression pressure
CR Common rail
CRISD Common rail injection system driver
CWCU Cooling water control unit
dB(A) Decibel
DFO Diesel fuel oil
ECS Engine control system
ECU Engine control unit
EGB Exhaust gas by-pass
EICU Engine interface control unit
ELBI Electronic block injection
ELFI Electronic fuel injection
ELGI Electronic gas injection valve
ELVA Electronic valve actuation
ELWI Electronic window valve
ESC Engine side console
ETU Exhaust (valve) timing unit
FBIV Fuel booster injection valve
FGIV Fuel gas injection valve
FGVT Fuel gas valve train
FGS Fuel gas supply
FGSS Fuel gas supply system
2018-07-30 - en

0745-0100-0004

FIVA Fuel injection valve actuator

Description

FO Fuel oil
FOPB Fuel oil pressure booster
FQA Fuel quality adjustment
FRF Feed rate factor

1 (3)
 0745-0100-0004 MAN Energy Solutions

Abbreviation Description
Abbreviations

GACU Gas auxiliary control unit, same as SACU

GCSU Gas cylinder safety unit, same as SCSU
GCU Gas combustion unit
GPCU Gas plant control unit, same as SPCU
GPSU Gas plant safety unit, same as SPSU
GRS Grove recessed surface
GVT Gas valve train, same as FGVT
GVU Gas valve unit, same as FGVT
GW Glycol / water
HC Hydro carbon
HCB Hydraulic control block
HCU Hydraulic cylinder unit
HFO Heavy fuel oil
HMI Human machine interface
HPS Hydraulic power supply
INJ Injection
LCV Lower calorific value
LDCL Temperature load dependent cylinder liner cooling water system
LEL Lower explosion limit
LNG Liquified natural gas
LOP Local operating panel
LPG Liquified propane gas
LPS Low pressure supply
MCR Maximum continuos rating
MDO Marine diesel oil
M/E Main engine
MGV Master gas valve
MOP Main operating panel
MPC Multi purpose controller
N2 Nitrogen

NC Normally closed
NO Normally opened
O2 Oxygen

PEVA Proportional exhaust valve actuator

2018-07-30 - en
0745-0100-0004

PMI Pressure measuring instrument

Description

PSV Pressure safety valve

PTO Power take out
RCS Remote control system

2 (3)
 MAN Energy Solutions 0745-0100-0004

Abbreviation Description

Abbreviations
SACU Second fuel auxiliary control unit
SAV Starting air valve
SCSU Second fuel cylinder safety unit
SCU Scavenge control unit
SDF Specified dual fuel operation
SL Service letter
SMCR Specified maximum continuos rating
SPCU Second fuel plant control unit
SPSU Second fuel plant safety unit
VT Variable turbocharger
VTI Variable turbocharger inlet
WHR Waste heat recovery
2018-07-30 - en

0745-0100-0004
Description

3 (3)
 MAN Energy Solutions 6645-0180-0005

Engine Control System

Authorised personnel only!
Please note that access to the areas of the MOP computer behind the
user interface screens shown in this manual, is restricted to personnel
authorised by MAN Energy Solutions.

Altering items in the restricted area of the MOP may result in engine
failure.

1 General information
The engine control system (ECS) consists of a number of computer-based multi
purpose controllers, a data acquisition and supervision unit and operating panels.
See drawing 7055-0150.

Below is brief description of the different units, including the related monitoring
systems, see also 6655-0125 figure 1:
Multi purpose controllers
ACU The auxiliary control units controls the pumps of the hydraulic system unit and
the auxiliary blowers.
CCU The cylinder control units control the ELGI/ELWI, ELFI/ELVA or FIVA valves, start-
ing air valves, and the cylinder lubricators.
CWCU The cooling water control unit controls the LDCL/LDHT system (optional).
ECU The engine control units perform the engine control functions: engine speed, run-
ning modes and start sequence.
EICU The engine interface control units handle the interface to external systems.
SACU The second fuel auxiliary unit is controlling the sealing oil system.
SCU The scavenge control unit controls both the exhaust gas bypass (both on/off as
well as variable bypass) and VT- variable turbocharging (optional).
SPCU The second fuel plant control unit controls if the engine runs on second fuel or
not.
SPSU The second fuel plant safety unit monitor the plant safety sensors.

DASU: Data acquisition and supervision unit

SCSU The second fuel cylinder safety unit monitor and analyse the combustion proc-
ess.

Control station and operating panels:

LOP The engine's local operating panel.
MOP The main operating panel is the engineer's interface to the ECS.
2017-02-02 - en

6645-0180-0005
Description

Monitoring systems:

1 (8)
 6645-0180-0005 MAN Energy Solutions

PMI Pressure Measuring Instrument. The PMI system is a valuable tool for perform-
ance measurements.
Engine Control System

CoCoS Computer Controlled Surveillance, Engine Diagnostics System. CoCoS EDS is an

EDS essential tool with regards to troubleshooting and diagnostics.

With reference to drawing 7055-0150 and 6655-0125 figure 1, a more detailed

description of the units can be found in the following:

2 Multi purpose controllers

The multi purpose controller (MPC) can be used for several purposes. For further
information regarding the MPC, see description 6645-0270.
The purposes of the different MPC functions are described in the following:

ACU
The auxiliary control unit (ACU)s control the pressure of the hydraulic power supply
system and the electrical start-up pumps using the ‘pressure set point’ given by
the ECUs as a reference. Furthermore the start and stop of the auxiliary blowers
are controlled according to the scavenge air pressure.

The control of the auxiliary equipment on the engine is normally divided amongst
the ACUs so that, in the event of a failure of one unit, there is sufficient redundancy
to permit continuous operation of the engine.

For a complete overview of the signals,

see MOP screen 'Maintenance -> System View I/O Test -> ACU'.

CCU
In appropriate time for the next firing, the cylinder control unit (CCU) ensures that it
has received new valid data. The injection profile start crank angle is set up using
the tacho function.

On the correct start crank angle the injection is initiated and is controlled according
to the fuel amount command and the injection profile command.

When the fuel injection is completed, the exhaust valve opening and closing angles
are set up using the tacho function. The exhaust valve control signal is then activa-
ted on the appropriate crank angles.

The cylinder lubricator is activated according to the feed rate amount received
from the ECU.

All of the CCUs are identical, and in the event of a failure of the CCU for one cylin-
der, only this cylinder will automatically be put out of operation. This means that
fuel injection, exhaust valve operation and cylinder lubrication will stop. A (cancella-
ble) slow down request will be initiated and in case of high load a (non-cancellable)
load limit will be set.
2017-02-02 - en
6645-0180-0005

See description 6645-0320 Running with Cylinders or Turbochargers out of Oper-

ation, Exhaust valve control failure
Description

In the event that the CCU cannot be replaced immediately, a procedure to tempo-
rarily restore cylinder lubrication is available. See:
Work card 6665-0101 Special Running, CCU failure

2 (8)
 MAN Energy Solutions 6645-0180-0005

For a complete overview of the signals,

Engine Control System

see MOP screen 'Maintenance -> System View I/O Test -> CCU'.

CWCU (optional)
The cooling water control unit (CWCU) is made for controlling all parts of the LDCL
or LDHT cooling water system.
For information about the cooling water system, see description 5045-0100.

For a complete overview of the signals,

see MOP screen 'Maintenance -> System View I/O Test -> CWCU'.

ECU
The engine speed control (ECU) requires that the amount of fuel is calculated for
each cylinder firing. The calculation made by the speed controller (ECU) is initiated
in relation to the crankshaft position, so that the execution is started just in time to
make the fuel injection. This is controlled by the tacho function.

The output from the speed controller is a ‘request for fuel amount’ to be injected
for the next combustion. This request is run through different protective algorithms
– the fuel limiters – and the ‘resulting amount of fuel command’ is produced.

Based on the algorithm of the selected engine running mode, the injection profile is
selected, the timing parameters for the fuel injection and exhaust valve are calcula-
ted and the pressure set point for the hydraulic power supply derived.

Based on the user input of fuel sulphur content, minimum feed rate etc., the result-
ing cylinder lubrication feed rate for each individual cylinder unit is calculated.

The resulting amount of fuel command, the requested fuel injection profile, the tim-
ing parameters and the resulting cylinder lubrication feed rate amount are all sent
to the CCU of the cylinder in question via the control network. Likewise, the
hydraulic pressure set point is sent to all ACUs.

For redundancy purposes, the control system comprises two ECUs operating in
parallel and performing the same task, one being a hot stand-by for the other. If
one of the ECUs fail, the other unit will take over the control without any interrup-
tion.

For a complete overview of the signals,

see MOP screen 'Maintenance -> System View I/O Test -> ECU'.

EICU
The engine interface control unit (EICU)s receive navigational inputs from the con-
trol stations and selects the active station based on signals given by the ‘remote
control’ system.
2017-02-02 - en

The main navigational command is the speed set point (requested speed and
6645-0180-0005

direction of engine rotation).

Description

In the EICUs the raw speed set point is processed by a series of protective algo-
rithms. These ensure that the speed set point from which the engine is controlled
is never harmful to the engine. An example of such an algorithm is the ‘barred
speed range’.

3 (8)
 6645-0180-0005 MAN Energy Solutions

Now the processed speed set point and the selected engine running mode
Engine Control System

request are available via the control network to be used by the ECUs as a refer-
ence for the speed control and engine running mode control.

The two redundant EICU units operate in parallel.

For a complete overview of the signals,

see MOP screen 'Maintenance -> System View I/O Test -> EICU'.

SACU
The second fuel auxiliary control unit (SACU) is a controller which control and mon-
itor auxiliary equipments related to the second fuel system. The main task of the
SACU is to control the sealing oil system.
For information about the sealing oil system, see description 4545-0150.

For a complete overview of the signals,

see MOP screen 'Maintenance -> System View I/O Test -> SACU'.

SCU (optional)

The scavenge air control unit (SCU) controls either an exhaust gas bypass (EGB)
valve or a variable turbocharger (VT). The control of the exhaust gas bypass (EGB)
valve can be combined with various waste heat recovery (WHR) system applica-
tions (engine dependent). The SCU is connected to the engine control system
(ECS) network and receives the estimated engine load and the measured scav-
enge air pressure from the ECS.

For the majority of engines in service from 1st of November 2013 and onwards,
the control of the EGB valve position depends on the estimated engine load. The
operation of the EGB valve will therefore be independent of how the ambient con-
ditions (primarily air temperature) changes. This means that with constant load the
scavenge air pressure will, to some extent, vary depending on the ambient condi-
tions. Some limitations apply, if the pressure reaches the limits, an alarm will be
raised. The upper limit is fixed, the lower limit changes with the engine load.
For more information see description 6645-0260 Scavenge Air, description
5445-0200 VT or 5445-0300 EGB or separate manuals.

For engines in service before 1st of November 2013 the SCU will put the estima-
ted engine load into a scavenge air pressure table, and send a set point to the
Pscav controller (the Pscav controller is a part of the SCU). The Pscav controller will also
receive the measured scavenge air pressure from the scavenge air receiver and
then calculate a set point (%) to the EGB or VT actuator. This means that with con-
stant load the scavenge air pressure will not vary when the ambient conditions
change. Some limitations apply, if the pressure reaches the limits, an alarm will be
raised.

For a complete overview of the signals,

2017-02-02 - en
6645-0180-0005

see MOP screen 'Maintenance -> System View I/O Test -> SCU'.
Description

SPCU
The second fuel plant control unit (SPCU) is a controller which main task is to con-
trol and monitor valves and sensors on the fuel gas valve train and fuel gas supply
system. Furthermore the controller monitor other second fuel related equipment.

4 (8)
 MAN Energy Solutions 6645-0180-0005

For information about the second fuel auxiliary system, see description
4245-0030.

Engine Control System

For a complete overview of the signals,
see MOP screen 'Maintenance -> System View I/O Test -> SPCU'.

SPSU
The second fuel plant safety unit (SPSU) monitors specific safety sensors and, in
case of a failure, it carries out a shutdown and purge of the second fuel system.

In case of a failure, the SPSU cuts off the signal to the ELWI valve. When the signal
to the ELWI valve is missing, it will close the window valve immediately.

For a complete overview of the signals,

see MOP screen 'Maintenance -> System View I/O Test -> SPSU'.

3 Data acquisition and supervision unit

The data acquisition and supervision unit (DASU) is an embedded computer with
ethernet interface. It has relay digital and analog inputs / outputs.
For further information,see description 6645-0270.

SCSU
The second fuel cylinder safety unit (SCSU) monitors the specific cylinder sensors,
and every fuel gas injection and combustion is supervised.

In case of a failure, the SCSU cuts off the signal to the ELWI valve. When the sig-
nal to the ELWI valve is missing, it will close the window valve immediately.

For a complete overview of the signals,

see MOP screen 'Maintenance -> System View I/O Test -> SCSU'.

4 Control stations and operating panels

During normal operation the engine can be controlled from either the bridge con-
trol panel, the engine control room panel or the local operation panel (LOP).
There are two operating panels which are a part of the engine control system:
▪ Local operation panel (LOP)
▪ Main operation panel (MOP)

LOP

The LOP is as standard placed on the engine.

From the LOP, the basic functions are available, such as starting, engine speed
2017-02-02 - en

6645-0180-0005

control, stopping, reversing, and the most important engine data are displayed.
Description

Starting from local operating panel (LOP)

To start and run the engine from the LOP, some conditions have to be fulfilled.
Next to the LOP, a nameplate (containing the text, highlighted below) is placed.
The name plate comprises the conditions that have to be fulfilled before start.

5 (8)
 6645-0180-0005 MAN Energy Solutions
Engine Control System

In order to start/stop and operate the main engine from the local operation
panel (LOP), local control must be selected as the active control station. This is
normally done via the request / acknowledge facility of the remote control sys-
tem. However, it is possible to override the normal change-over procedure by
means of the ‘forced take command’ push button. Activating this button will
force the control to the local control station.

Before start, the hydraulic oil pressure must be higher than 150 or 205 bar,
depending of the hydraulic system is at 200 or 300 bar. After shut down, the
pressure has to be rebuilt which may take 60 - 120 seconds.

To stop the engine: Activate STOP

(and reset shut down)

To start the engine: Change from STOP to START

If the auxiliary blowers are running, the engine control system will start the main
engine automatically without delay.

If the auxiliary blowers are stopped, the engine control system delays the start
until the auxiliary blowers are started and running. Then, the engine control
system will start the main engine automatically.

MOP

The Main Operating Panel (MOP) is the main information interface for the engineer
operating the engine. The MOP communicates with the controllers of the ECS
through the control network. However, the running of the engine is not dependant
on the MOP, as all the commands from the local control stations (ECR and LOP)
are communicated directly to the EICU’s/ECS.

The MOP is located in the engine control room. It is a PC with a touch screen as
well as a trackball from where the engineer can carry out engine commands,
adjust the engine parameters, select the running modes, and observe the status of
the control system. A back-up MOP (MOP B) is also placed in the engine control
room (see description 6645-0190 for a detailed MOP-description).

5 Engine Management Services

EMS (Engine Management Services) is used on MAN B&W engines from MAN
Energy Solutions for condition monitoring, data logging & data distribution. EMS is
integrated with ECS (Engine Control System) to allow for continuous performance
tuning.

EMS includes following applications:

2017-02-02 - en
6645-0180-0005
Description

PMI System
The PMI (Pressure measurement instrument) system is a valuable tool for perform-
ance measurements and is a basic for engine adjustments.
The PMI system comes in one of two versions:
PMI Auto tuning (standard).

6 (8)
 MAN Energy Solutions 6645-0180-0005

PMI "offline" version (alternative).

Engine Control System

The PMI software is installed on the same computer which runs the CoCoS EDS
software.
A user's manual is included in the software.
See the user's manual for a description of the system.
See description 6645-0250 for Auto tuning and Manual adjustment of process off-
sets on the MOP.

CoCoS EDS
This software is used for the data logging program that is collecting data from the
ECS. It is to be installed on the same PC that is running the PMI software.
Always ensure that this software is running correctly since this will greatly enhance
the troubleshooting options.
Since the CoCoS EDS interfaces to the ECS for data logging it is important to
ensure that the versions are compatible. For instance in case of an update of the
ECS, make sure that CoCoS EDS is also updated.
The program DatGat is included with the CoCoS EDS software. This program is a
valuable tool for extracting data from the ECS used during troubleshooting, see
the next item Data logging.

Data logging
In the case that assistance from external parties is needed, it is essential for trou-
ble shooting that following data is delivered to external parties:
▪ A clear description of the case
▪ ECS Alarm/Event Log
▪ ECS parameter file (Spaf)
▪ ECS HCU data logger files
▪ ECS HPS data logger files
▪ EDS data logger files
This information can be gathered automatically with a program called “datgat.exe”
which is located on the CoCoS-EDS/PMI computer or on the EMS-MOP (where
applicable, see below). On the CoCoS-EDS/PMI computer the datgat.exe program
is located in the CoCoS-EDS installation folder called "EDS".

In order to find the datgat.exe program in the EDS folder:

Right-click on the CoCoS-EDS shortcut and select the “Open File Location”.
Alternatively the path to the EDS folder can be found in CoCoS-EDS in Help-
>About->System Information ->WorkingDir: ………. (see figure 1, next page)
A description on how to use the datgat.exe program can also be found in the EDS
folder.

The output from the datgat.exe program is a ZIP file which can be stored on a
USB memory stick and sent to external parties.
2017-02-02 - en

6645-0180-0005

On the EMS-MOP (where applicable):

Description

The DatGat program is started from the EMS user interface, the EMS users guide
(3094328-0) describes how to launch DatGat.

7 (8)
 6645-0180-0005 MAN Energy Solutions

Troubleshooting process
Engine Control System

The above mentioned data and log files will contribute to speed up the
troubleshooting process, and are for that reason very important for
external parties.

Figure 1: The path to the EDS folder is shown at the "WorkingDir:" in the System Information dialogue.
2017-02-02 - en
6645-0180-0005
Description

8 (8)
 MAN Energy Solutions 6645-0190-0009

1 Main Operation Panel (MOP)

The MOP is the Human Machine Interface (HMI), through which the Engine
Control System (ECS) and thus the engine is operated. The HMI is described
below in this description and in 6645-0240 through 6645-0280.
The MOP is basically a marine approved and certified PC with 24V - DC sup-
ply and a touch screen.
An actual installation comprises of two MOPs where both are placed in the
engine control room (ECR). Typically MOP A is placed in a console by the
manoeuvring handle (the normal operation position) and MOP B on a desk.
Normally MOP A is equipped with a trackball mouse. MOP B has a mouse
and a keyboard connected. Both may be optionally equipped.

1.1 Using the MOP

The two MOPs are operationally fully redundant to each other. Though some
of the more advanced troubleshooting facilities are only available on MOP B.
Instead of traditional use of a mouse, the operator touches the graphic ele-
ments on the screen in order to interact with the ECS.
A keyboard is essentially not required during normal engine operation and a
virtual keyboard is displayed in case textual input (e.g. password) is needed.

1.1.1 HMI (Human Machine Interface)

The HMI consists of four fixed areas always shown:
2019-01-25 - en

MOP Description
Description

1. An Alarm status bar showing the oldest unacknowledged alarm and

Alarm status at the top of the screen.

6645-0190-0009 1 (6)
6645-0190-0009 MAN Energy Solutions

2. A Navigation bar at the right side of the screen.

3. A Toolbar at the bottom of the screen.

4. A Screen area (the rest of the screen)

On the screen, the displays which can be activated (i.e. pushed like a button)
are shown in 3-D graphic and the inactive displays are in 2-D graphic. Once
activated, the display is highlighted with a blue line at the outer circumference

The HMI operates with two password levels, which are Operator level and Chief
level. They are available in the navigation bar, select System Options to access
them.

Operator level:

This is for normal operation and monitoring. It is not possible to set any para-
meters.

Chief level:

In addition to the Operator level, this user level has privileges to set parameters
(setpoints, engine states and engine modes). A password must be supplied in
order to access Chief level.

There is no limit in the number of unsuccessful attempts to enter the correct

password. The password is hard coded in the system and can therefore not be
changed.
2019-01-25 - en

On the "System Options" tab is it possible to change the language on the

MOP. The flag indicates which country's language it is possible to change to.
MOP Description

This function is optional.

Description

2 (6) 6645-0190-0009
 MAN Energy Solutions 6645-0190-0009

1.1.2 Take a Screenshot and save context data

In order to take a screenshot of any current screen, press the System Options
button.

Insert a scanned and cleaned USB memory stick in the MOP.

When When the USB memory is inserted, the Save button will become active.

When Save is pressed, the screenshot will be saved together with context
data in a Zip file.

Save in progress.
2019-01-25 - en

When save is successfully completed, this is stated in the dialogue. The USB
MOP Description

memory stick can now be removed and the ZIP file with the context data can
be sent to external parties.
The following items is saved on the USB memory:
A screenshot of the current screen
Description

The Eventlog (latest 5000 entries)

The current ECS parameters
10 latest HCU Events
10 latest HPS Events
Cylinder Events (when applicable)

6645-0190-0009 3 (6)
6645-0190-0009 MAN Energy Solutions

If save should be unsuccessful, it will be stated in this dialogue. As stated,

check that all MPC's are operating and connected to the network before
pressing Retry.

1.2 Service kit

The MOP comes with a service kit. The kit comprises of a CD-ROM drive (if not
built-in), a keyboard and a CD with the operating system, and is setup specific-
ally for this PC type.

1.3 MOP Issues

1.3.1 Ethernet connections

Only MOP B may be connected with an ethernet connection to other systems
such as CoCoS-EDS. Special care must be taken when connecting to net-
works of any kind to avoid virus and worms on the MOP. Connections to other
systems are illustrated on drawing 6655-0125 figure 1.

1.3.2 Unauthorised software

DISCLAIMER: MAN Energy Solutions disclaim responsibility for any event or
condition that originates from installation of unauthorised software. This in-
cludes, but is not limited to, virus.
To emphasize the disclaimer, yellow stickers are placed at suitable places on
the MOPs.

1.3.3 Control network

Each MOP is connected to the ECS by means of the control network which in-
terconnects the controllers in the ECS. The control network is implemented as
two independent networks for redundancy reasons as shown on drawing
6655-0190.
2019-01-25 - en

1.3.4 Maintenance
MOP Description

Normal PC maintenance tools and cleaning detergents apply.

1.4 Software scope of supply

Description

There are three different standard types of software and one optional type sup-
plied with the ECS:
1.4.1 Operating system

4 (6) 6645-0190-0009
 MAN Energy Solutions 6645-0190-0009

1.4.2 Engine control system

1.4.3 Service parameters
1.4.4 Language change (optional)
This software is either stored on a set of CD-ROMs or on a pair of USB
memory sticks. In either case it is important that the software is stored in a
proper place where it is accessible and can be found on request. The recom-
mended storage place is together with the engine's instruction manual.
In case the software is stored on USB memory sticks these might be
equipped with a Read/Write selector. This switch should normally always be
set to Read.
In addition to the above there will also be the following two types of software
as a part of the software supply:
1.4.6 CoCoS EDS
1.4.7 PMI software
These last two types of software are not to be installed on the MOPs, but in-
stead on a separate PC (see drawing 6655-0125 figure 1). However having
these programmes running correctly is essential to achieving optimal perform-
ance of the engine and ECS. Both of these programmes include user manuals
and instructions together with their installation.

1.4.1 Operating system

The operating system is the software that is used for the MOPs. This is an
embedded version of Windows XP. This is normally pre-installed by the MOP
supplier and delivered with the MOP hardware.

1.4.2 Engine control system

The engine control system (ECS) is a set of applications installed on the MOPs
that enables them to perform their main function, i.e. it turns them into the
MOPs.
A very important aspect of the engine control system is the software version
(e.g. “1312-1.9” or “1205-3.8”). It is critical that the software version stored on
USB/ CD-ROMs is the same version that is currently installed. The currently
installed version can be seen on the Admin > Version Screen on the MOPs
(this screen is described in more detail in description 6645-0280).

Always ensure that the software version of the installed ECS matches
2019-01-25 - en

the version stored onboard.

MOP Description

1.4.3 Service parameters

The service parameters software functions as a backup in case of major sys-
Description

tem failure. Normally it should not be used as the MOPs automatically stores
backup versions of the service parameters from the MPCs.

6645-0190-0009 5 (6)
6645-0190-0009 MAN Energy Solutions

1.4.4 Situations in which stored software can be applied

Normally there are two situations in which stored software can be applied
A. During replacement of a MOP (by crew)
B. During a service visit including update of parameters and/or ECS version
In case A (a new MOP) the operating system is normally pre-installed on the
MOP, so when the MOP powers up it will seem identical to a standard Win-
dows PC. The task is then to install the engine control system.
To install the engine control system insert the software medium (USB or CD-
ROM) into the PC and locate the correct setup file. There will normally be two
optional setup files on the CD-ROM/USB: “install_ mopA_XPE.bat” and “in-
stall_mopB_XPE.bat”. It is important to select the file name which matches the
MOP being installed, either MOP A or MOP B. Double click on the file and fol-
low the on-screen instructions.
After a successful completion of the installation the MOP main application can
be started using the “Start MOP” option in the Windows Start menu.
After starting this application the MOP will automatically acquire configuration
information and service parameter backup from the MPCs.
In case B (during a service visit where parameters and/or ECS version is
changed) it is important that the visiting service engineer ensures that the ECS
version and service parameters stored onboard are correct. This either means
supplying a new set of CD-ROMs or updating the data on the USB memory
stick (momentarily changing the Read/Write selector to Write).

2019-01-25 - en
MOP Description
Description

6 (6) 6645-0190-0009
 MAN Energy Solutions 6645-0240-0009

Alarm Handling on the MOP

1 Alarm System
The alarms on the MOP are all related to the Engine Control System.

On Drawing 6655-0125 fig. 1 is shown the ECS and the possibilities to communi-
cate with the ordinary alarm system, and the safety system. These three systems
are able to interact with each other i.e. in case of a slow down and a shut down.

The shut down and slow down can be divided into two kinds – cancellable and
non-cancellable.

If a cancellable shut or slow down occur the safety system will release an alarm
pre-warning and after timeout of the pre-warning period activate the shut/slow
down.

If a non-cancellable shut or slow down occur the safety system must release the
shut or slow down immediately.

2 Alarm Handling

Alarm handling is carried out from one of the following four screens

3.1 Alarm list

3.2 Event Log

3.3 Manual Cut-Out List

3.4 Channel List

These four Alarm Handling screens can be accessed via the secondary navigator
by pressing the “Alarms” button in the main navigator. When pressing this button,
the latest selected alarm screen will be shown on the screen. If no screen has pre-
viously been selected, the “Alarm List” is shown. The screen can then be changed
via the secondary navigator.

2.1 Alarm List (See Drawing 6655-0130)

The Alarm List contains the central facility of the Alarm Handling, allowing for dis-
play, acknowledgement and cut-out of raised alarms. Detailed alarm explanation
can be accessed for each of the alarm occurrences.

The alarms are displayed in chronological order, with the latest alarm at the top.
2016-11-02 - en

6645-0240-0009
Description

The Alarms might be grouped by the ECS if they are related to the same cause in
order to simplify the overview of the alarm list. The group can be expanded by
selecting a group and pressing the -/+ button on the toolbar. Not all alarms are
grouped.

1 (6)
 6645-0240-0009 MAN Energy Solutions

If there are too many alarms to be displayed at the same time on the screen, the
Alarm Handling on the MOP

remaining alarms can be accessed by pressing the Page-up/Page-down buttons

on the Toolbar.

Alarms presented in the alarm list can be found in three states:

1. Alarm unacknowledged

2. Alarm acknowledged

3. Normal unacknowledged

An alarm can only appear as "one line" in the alarm list. An acknowledged alarm
going into normal or an alarm in the normal state being acknowledged, is immedi-
ately removed from the list.

Acknowledgement of a single alarm or all alarms is allowed on both levels (opera-

tor or chief) from the “Ack“/“All” buttons on the toolbar at the bottom of the
screen. (When pressing “Ack“/“All” only the alarms visible on the screen are
acknowledged).

To see a detailed alarm explanation, press the relevant alarm line. The alarm line is
then surrounded by a thick blue line showing that it has been selected. By press-
ing the button “Info” on the Toolbar, a window will appear just above the Toolbar.
This window contains:

▪ Description
▪ Cause
▪ Effect
▪ Action

So the engineer is able to start troubleshooting on this particular alarm (The

detailed alarm explanation is removed by pressing the same “Info” button).

2.1.1 Alarm Line Fields, Colours and Symbols (See Drawing 6655-0130)

Each alarm line is divided into the following fields:

Ack. The acknowledgement status field of unacknowledged alarms contains an

icon toggling between two states, alerting the operator of a unacknowledged
alarm.

The status of the alarm can also be identified by the background colour as well as
2016-11-02 - en
6645-0240-0009

the graphical identification in the Acknowledgement field on the Screen as shown

Description

below.

2 (6)
 MAN Energy Solutions 6645-0240-0009

Unacknowledged alarm in alarm state

Alarm Handling on the MOP

Unacknowledged alarm in normal state

Transition from unacknowledged to acknowledge of an alarm in

alarm state

Acknowledged alarm in alarm state

Unacknowledged alarm is cut out

Alarm was previously unacknowledged in normal state. Now the

state is not available

Alarm was previously unacknowledged in alarm state. Now the

state is not available

Transition from unacknowledged to acknowledge of an alarm in

normal state

Alarm is acknowledged in normal state, and in the process of being

removed from the alarm list

At the upper right corner of the screen four small icons are shown which are (from
left to right):

Number of unacknowledged alarms

Number of active alarms

Number of Manual Cut-out alarms

Number of invalidated channels

From the toolbar at the bottom of the Alarm List screen, alarms can be cut-out.
This feature is described in details in Section 3.3.

Description. This field contains the alarm text (e.g. »Tacho set A failure«)

Status. This field shows the status of the alarm as one of the following:

▪ Normal
2016-11-02 - en

6645-0240-0009

▪ Alarm
Description

▪ Low
▪ High
▪ Not Available
▪ Auto Cut-out

3 (6)
 6645-0240-0009 MAN Energy Solutions

▪ Manual cut-out
Alarm Handling on the MOP

ID. This field contains a unique alarm identity. (e.g. CCU1_01010328). This ID must
always be used for reference and reporting.

Time. This field shows the time of the first occurrence of the alarm, no matter the
status changes. The time is shown in hours, minutes, seconds and 1/100 sec.
(e.g.13:47:02.56)

2.2 Event Log (See Drawing 6655-0135)

The event log can be used for viewing the history of events and to support the
operator in troubleshooting. Events stay in the log even after they have been
acknowledged and are no longer active. Alarms are logged with three events in the
Event Log. The events are Alarm, Normal and Acknowledged. There can be up to
1 million events logged in the event log.

The events are stored in a database on the MOP’s hard disc with both local and
UTC time stamps. If more than 1 million events are logged, the oldest events are
discarded.

Each event (with the most recent event on top) is shown as a single line and each
event line is divided into the following fields:

ID Unit Tag. This field contains a unique event identity.

Date. This field contains the date of the event.

Time. This field shows the time of the event. The time is shown in hours, minutes,
seconds and 1/100 sec.

Description. This field contains the alarm text (e.g. »HCU oil leakage«).

Status. This field shows either Normal or Alarm.

MCo. Shows whether the alarm is Manual Cut-Out or not.

ACo. Automatic Cut-Out.

Ack. The alarm is acknowledged.

2.2.1 Searching for an Event From a Specific Date and Time or by Tag Number.

This feature can be helpful when extracting information to external parties or when
2016-11-02 - en
6645-0240-0009

investigating an event.
Description

When scrolling up or down on the Event Log screen is not sufficient, it is possible
to search for a specific event by tag number by pressing the button “Unit/Tag Fil-

4 (6)
 MAN Energy Solutions 6645-0240-0009

ter”. When an alarm occurs, it is given a tag number that is stored together with
the alarm event. By entering this number in the dialogue box and pressing “Apply”

Alarm Handling on the MOP

the alarm event is shown on the screen.

Similarly, the button “Time Span Filter” sorting can be selected.

Enter the from/to date and time in the toolbar by using the popped up keyboard.
Press “Apply” to execute. Note that the entered time has to be in UTC time. As a
result the events, inside the selected time span to the specified date and time, will
be selected and shown on the screen.

If an event log is exported (see next item)only the selected time span events are
exported. This is useful in order to highlight relevant events and to reduce the file
size.

From the button “Go to Time/Date”, events which took place at/on a specific time/
date can be displayed. Note that the entered time has to be in UTC time.

When a filter is no longer needed, remember to remove it (by pressing the button
again), otherwise it might seem like the event log is frozen and does not receive
new events.

2.2.2 Exporting the Event Log

From the toolbar “Export Event Log”, displayed when the “Export” button is
pressed, it is possible to make a back-up dump of the Event Log used for informa-
tion to external parties or the engine crew themselves.

Should external parties ask for an Event Log record (for trouble shooting purpo-
ses), the Event Log record can be saved on a USB memory stick (or Hard Disc
Drive if no USB memory stick is available) as a zip file. Be aware of the risk of using
USB-sticks generally.

If an event log is exported and a time span filter is active, the only the selected
time span events are exported (see previous item). This is useful in order to high-
light relevant events and to reduce the file size.
In order to save the event log on a USB memory stick, insert the clean (free of mal-
ware) USB memory stick before pressing the Export button.

The file name will be: EventLog<DateTime>.zip when the file is saved on a USB
memory stick or hard disk drive.

In both cases the DateTime is the UTC time when the file was saved.

The USB memory stick (containing the zip file) can then be inserted into a PC with
2016-11-02 - en

6645-0240-0009

e-mail and the zip file e-mailed to external parties for evaluation.
Description

5 (6)
 6645-0240-0009 MAN Energy Solutions
Alarm Handling on the MOP

2.3 Manual Cut-Out List (See Drawing 6655-0140)

Manual Cut-Out of alarms may be used, for instance, if the engineer has observed
a failure of a sensor that is not detected automatically (see below) or if, for
instance, a Tacho pick-up is failing (the engine running on the redundant Tacho
system) and is continuously giving an alarm and cannot be replaced immediately.

Alarms are sometimes cut-out automatically. Automatic cut-out may be used by

the system to suppress alarms which are unimportant in specific states, e.g. when
a sensor is invalidated by the operator.

The manually cut-out alarms are shown in a separate list, which can be accessed
from the navigation bar. The number of Manual Cut-Out of alarms are also shown
in the upper right hand of the alarm line fields.
See description 6645-0240 Alarm Line Fields, Colours and Symbols

The manual cut-out screen is in functionality equivalent to the channel list screen.
An alarm can be cut-out manually from the screens Alarm List, Manual cut-out List
or Channel list.

All alarm channels that have the status “Manual cut-out” are shown in the Manual
cut-out List screen.

Removing (“Re-activating”) an entry from the Manual cut-out List is done by high-
lighting the alarm(s) involved on the screen and thereafter pressing the button
“Reactivate” in the toolbar.

A Manual Cut-Out of an alarm should only be used as a temporary

solution and never as a permanent solution to a problem.

2.4 Channel List (See Drawing 6655-0145)

The channel list screen contains status information of all alarm channels within the
ECS, no matter the status of the individual alarm channel. As default, the alarm
channels are listed in tag-name alphabetic order. From the channel list screen, it is
possible to cut out (and re-activate) alarm channels.
2016-11-02 - en
6645-0240-0009
Description

6 (6)
 MAN B&W 6645-0250-0015

Engine Operation
1 Engine

Engine operation and adjustment is carried out from one of the following five
screens:

1.1 Operation

1.2 Status

1.3 Process Information

1.4 Process Adjustment

1.5 Chief Limiters

Screens 1.1, 1.2 and 1.3 are related to engine start-up preparations and daily run-
ning, 1.4 and 1.5 are related to engine adjustments.

The operator can access these five operation and adjustment screens via the sec-
ondary navigator by pressing the Engine button in the main navigator.

1.1 Operation (See Drawing 6655-0150)

Operation is the main screen for control of the engine during operation.

On this screen, “prepare start” can be performed and “slow turn” can be enabled
before start of the engine.

Drawing 6655-0150 shows the full screen. In the following, a detailed description
of the individual fields will be given.

1.1.1 Main State (See drawing 6655-0150 Fig. 1+2)

The main state field contains 3 status fields indicating the current sub-telegraph
command states and the states of the engine.

The background colours on the graphics are specified as:

▪ Blue = Normal state

▪ Yellow = Warning state
▪ Red = Alarm state
▪ Grey/dimmed = Not in use
2017-08-29 - en

The top field indicates the current sub-telegraph command state, which can be
6645-0250-0015

one of the following:

Description

▪ FWE (Finished With Engine)

▪ Standby
▪ At Sea

1 (37)
 6645-0250-0015 MAN B&W

The middle field indicates the states of the engine:

Engine Operation

▪ (Blank)
- (engine is operative or blocked according to the sub-telegraph command
▪ Engine Not Blocked (with yellow background): if top field is in FWE condition,
and not all conditions are fulfilled.
▪ Engine Not Ready (with yellow background): if top field is Standby or At Sea,
and not all conditions are fulfilled.

The cause of the states “Engine Not Blocked” or “Engine Not Ready” can be seen
in the Status screen, drawing 6655-0155, in the field Start Conditions.

The bottom field indicates, via yellow or red warnings, why the engine is not ready:
▪ (Blank) (engine is ready and Increased Limitation inactive)
▪ Increased Limitation (yellow) is shown when active, (and engine status is not
FWE, and neither Start blocked or Shut Down status is active). Increased Limi-
tation is a warning condition.
▪ Start blocked (red) is shown when active, (and engine status is not FWE, and
Shut Down status is not active). Start blocked is an alarm condition.
▪ Shut Down (red) is shown when active. Shut Down is an alarm condition.

1.1.2 Command [RPM] (See drawing 6655-0150 Fig. 2)

The command indicator button contains six or eight status fields. Two fields high-
lighted, indicating the current active control station (Bridge, ECR or LOP) and the
actual speed command setting for each of the control stations. The actual selec-
ted control station is indicated by dark blue (normal selection) or yellow (take com-
mand) see below.

The Bridge Control and ECR stations are parts of the RCS (Remote Control Sys-
tem). Only one control station at a time is active.

The active control station is normally selected via the RCS request acknowledge
system. However, the selection may be overridden from either the ECR or LOP by
the “take command” buttons, which are wired directly to the ECS (Engine Control
System) and situated on the control station panels.

If the active control station selection is inconsistent, the ECS keeps the last valid
active control station as the active station, until a new valid selection is available
(possibly a “take command”).

In the event the “take command” signals from both the ECR and the LOP are
selected simultaneously, the LOP has first priority and is selected.
2017-08-29 - en
6645-0250-0015

1.1.3 RPM Fine Adjust (See drawing 6655-0150 Fig. 2)

Description

By pressing the Command [RPM] button, a RPM Fine Adjust toolbar is displayed.
It allows the RPM setpoint to be adjusted in operator level. E.g. if the speed com-

2 (37)
 MAN B&W 6645-0250-0015

mand setpoint is 83.8 RPM, it can be fine adjusted to 84 RPM. Moving the
manoeuvring handle will disable the fine adjustment mode.

Engine Operation
RPM fine adjustment can only be performed in ECR Command mode.

1.1.4 Engine Mode (See drawing 6655-0150 Fig. 3)

The Engine Mode button contains a status field indicating the current active Engine
mode.

Changing the Engine mode is done by pressing the Engine Mode button. This
brings up a toolbar. On the toolbar, the current Engine mode is selected.

Several Engine modes may exist, e.g. Economy, Emission, Tier II, Tier III or TC Cut
Out. These contain different algorithms, and provide various fuel efficiency and
emission characteristics. The Engine modes are commissioned during test bed
running. If only Economy mode is available, the mode selection is not usable (dim-
med).

If Tier III is selected, the SCR system will start up. The time it takes to prepare the
SCR systems will depend on the current status of the SCR, but it may take a cou-
ple of hours. If the operator wants the SCR system to be ready before selecting
Tier III, then the SCR system can be prepared in advance, see SCR below.

It is the operators responsibility that the Tier III system is ready and
that Tier III mode is selected before entry into an ECA affected area.

1.1.5 SCR (See drawing 6655-0150 Fig. 4)

This field shows the state of the SCR system. The possible states are:
▪ Not Ready
▪ Standby
▪ Heating
▪ Reac. (Reactor) Ready
▪ Dos. Enabl. (Dosing Enabling)
2017-08-29 - en

6645-0250-0015

▪ Flushing
Description

By pressing the SCR button, the operator can choose to Enable or Disable the
prepare function of the SCR system, provided the Engine Mode is Tier II, and SCR
Mode is Auto. The SCR Mode is set on the ERCS (SCR) MOP,
see the separate SCR Operation Manual.

3 (37)
 6645-0250-0015 MAN B&W

The prepare function will heat up the SCR reactor, so that the SCR system is
Engine Operation

ready to start when Engine Mode Tier III is selected. It may take a couple of hours
to prepare the SCR system. The system is ready when the state is Reac. Ready.

1.1.6 Governor Mode (See drawing 6655-0150 Fig. 5)

The engine Governor Mode button contains a status field indicating the current
active governor mode.

Changing the governor mode is done by pressing the Governor Mode button. This
brings up a toolbar. On the toolbar, the current governor mode is selected.

The speed controller can be requested to calculate the fuel index according to var-
ious methods. Each method is referred to as a ‘Governor Mode’, and they repre-
sent various tolerances for maintaining the engine speed equal to the set point
during load and/or set point variations.

For normal operation the following two modes are available:

▪ RPM control:
‘Speed’ mode - provides the most rigid speed control, leading to large fuel
index variations. Use this mode when making performance measurements and
adjustments.
▪ Torque control:
‘Torque’ mode – the speed control is dampened when the speed is close to
the required speed, providing speed control without large index variations, but
allowing larger speed variations.

1.1.7 Dual Fuel (See drawing 6655-0150 Fig. 1-8)

The start, loading, low load operation and stop of the of the engine is always car-
ried out using fuel oil only.

In order to be able to run in dual fuel mode, the second fuel system must be ready
to operate and the engine load must be above a certain minimum, corresponding
to a minimum fuel index. The required minimum is engine dependant, an example
is 20% fuel index.

The Dual Fuel button contains a status field indicating the current status of the
second fuel system. The possible Dual Fuel status indications are:
Not Ready, Ready, Starting, Running, Standby, Man. Stby. (Manual Standby) and
Stopping.

In Not Ready and Ready the engine will run on fuel oil only. When the engine is
started and running, the status will change from Not Ready to Ready, providing
the second fuel system is ready to operate.
See figure 1.

If Not Ready is displayed in the Dual Fuel indicator during engine operation then
2017-08-29 - en
6645-0250-0015

the Second Fuel System > Status screen is intended to be of assistance in order
Description

to see the reason for this.

See description 6645-0260 Second Fuel System > Status

When the status is Ready, the operator can select Dual Fuel and press Start to
begin the process of Dual Fuel operation. The status indication will be Starting.
See figure 6.

4 (37)
 MAN B&W 6645-0250-0015

The operator should consider the minimum fuel index required for running, if the
minimum fuel index is not reached, the second fuel system will go into Standby.

Engine Operation
The second fuel auxiliary system will start up, this will take a number of minutes
depending on the status of the system. If more than more than 30 minutes has
passed since last Dual Fuel operation, an automatic pressure loss test of the inner
gas pipes will be performed. You can read more about the second fuel auxiliary
system start-up sequence in description 6645-0260 Auxiliaries.

When the start-up sequence is finished correctly, Running will be indicated in the
Dual Fuel status field. If the minimum fuel index for second fuel operation is not
reached, the second fuel system will go into Standby. If the start-up sequence not
finished correctly, Not Ready will be displayed.

When operating in Dual Fuel mode, the second fuel will gradually replace the fuel
oil as the injected fuel. This is indicated in the fuel Index indicator bar graph by a
grey colour which gradually replaces the blue. In the fuel Index indicator bar the
grey colour represents the portion of second fuel, the blue colour represents the
portion of fuel oil.
See figure 7, and see item 1.1.12 Fuel Index [%].

The ramping-in of the second fuel continues until the maximum level is reached;
e.g 95% second fuel and 5% fuel oil (engine dependent) or until the maximum
delivery amount of the second fuel auxiliary system is reached. If the second fuel
auxiliary system maximum delivery amount is reached, the ECS will ensure injec-
tion of an additional fuel oil amount which is sufficient to maintain the requested
speed of the engine. The time it takes to ramp-in the second fuel is engine
dependent and also depends on the actual rpm of the engine.
See figure 7, where the second fuel index is approximately 95, the fuel oil index is
approximately 5 and the total fuel index is 100%.

If the load of the engine reaches the minimum load required for dual fuel running,
corresponding to a fuel index of e.g 20 % then the second fuel will ramp-out and
the engine will continue on fuel oil only. The Dual Fuel indicator will display
Standby. The second fuel auxiliary system will remain in a Standby state for a
given time period; e.g. 1 hour (engine dependent). If the load of the engine increa-
ses to a value above the minimum load, the dual fuel operation will automatically
resume.

If the low load operation Standby time period is exceeded, the second fuel system
will be drained from fuel and purged with inert gas. When the purging is comple-
ted, the Dual Fuel indicator will display either Ready or Not Ready. If the operator
wishes to resume dual fuel operation after purge and an increase of the load, the
operator will have to select Dual Fuel and press Start to begin dual fuel operation,
as described earlier.

If the operator wishes to run on fuel oil only for a short period of time, e.g. in the
event of an upcoming manoeuvre or in order to test fuel changeover, it is possible
to select Manual Standby in the toolbar, when Dual Fuel is selected. The second
2017-08-29 - en

fuel auxiliary system will remain in Manual Standby state for a given time period;
6645-0250-0015

e.g. 1 hour (engine dependent). In order to resume dual fuel operation during this
Description

time period, press Start in the toolbar. When Manual Standby is selected and the
load of the engine reaches the minimum load required for dual fuel running, the
status will be changed to low load Standby. If the Manual Standby or low load
operation Standby time period is exceeded, the second fuel system will be drained
from fuel and purged with inert gas.

5 (37)
 6645-0250-0015 MAN B&W

In order to discontinue dual fuel operation, select Dual Fuel and press Stop to
Engine Operation

begin the process of ramping out of second fuel. See figure 8. In figure 8 the oper-
ator has selected Dual Fuel and the next step will be to press Stop.

The time it takes to ramp-out the second fuel is engine dependent and also
depends on the actual rpm of the engine. The ramp-out is indicated in the fuel
Index indicator bar by the blue colour which gradually replaces the grey. When the
ramp-out of second fuel is completed by draining the fuel and purging with inert
gas, the Dual Fuel indicator will display either Ready or Not Ready.

If any kind of problem occurs in the second fuel system during operation in dual
fuel mode, the ECS will immediately switch from dual fuel operation to fuel oil oper-
ation (from dual fuel to single fuel operation). The fuel change over occurs seam-
lessly without making any interruptions to the engine operation. In this case there
is no ramping-out of second fuel; the second fuel system will be drained instantly
and purged with inert gas.

If a problem occurred in the second fuel system, this will be indicated by one or
more alarms.
See description 6645-0240 Alarm handling on MOP.

1.1.8 Pressure Indicators (See drawing 6655-0150)

The pressure indicators consists of a bar graph and a status field.

Both the bar graph and the status field indicate the actual pressure of the actual
medium.

1.1.9 Auxiliary System Status Indicators (See drawing 6655-0150)

The system status indicators display information of the operation mode of the aux-
iliary systems controlled by the ECS. These are all indicators and do not allow
changing mode or status. Possible control is made on the screens for the actual
systems. The indicators are:
▪ HPS (Hydraulic Power Supply): Manual, Auto.
▪ Lubricator: Running Stopped, Prelube, LCD (Load Change Dependent) On.
▪ Auxiliary Blowers represented by two status fields, one indicates the operation
mode, which can be Auto or Manual. The other indicates the current status of
the blowers, which can be Stopped, Starting, Running or Failed.
The following indicators are optional (engine dependent):
▪ PTO (Power Take Off): Off, Request, Permit, Request (yellow and warning if a
parameter for switching on the PTO is not fulfilled).
▪ WHR (Waste Heat Recovery): Off, Allowed, Request, Request (with yellow and
warning) and Permission.
The WHR Is ready for use when »Allowed« is shown.
2017-08-29 - en
6645-0250-0015

(See separate manual or description 5445-0300)

Description

▪ Var. XBP (Variable Exhaust Gas Bypass): percentage open.

(See separate manual or description 5445-0300)
▪ On/Off XBP (Exhaust Gas Bypass): Open or Closed.
(See separate manual or description 5445-0300)

6 (37)
 MAN B&W 6645-0250-0015

▪ VT (Variable Turbocharging system)

(See separate manual or description 5445-0200 Variable Turbocharging Sys-

Engine Operation
tem).

1.1.10 Speed [RPM] (See drawing 6655-0150)

The speed indicator consists of a bar graph.

The red mark(s) on the side of the speed graph indicates that the maximum engine
speed is exceeded. The yellow mark indicates the range between MCR engine
speed and maximum engine speed. See figure 1 below.
The set point and the actual running speed of the engine are shown in the two dis-
plays above the graph.

If the Barred Speed range function is used, the barred speed range(s) is(are) indi-
cated with grey marks on the side of the bar graph. Most engines have two barred
ranges and the ranges are identical in the ahead and astern directions (FPP sys-
tems).
See the example of the barred speed indications in figure 1 below. Here the barred
speed ranges are from 40-50 rpm and 70-80 rpm in both directions.

For barred speed range operation, see the next item.

2017-08-29 - en

6645-0250-0015
Description

Figure 1: Speed graph indications

The uppermost display is the speed command modifier. The speed modifier is a
function that may override the actual speed command and control the speed sys-

7 (37)
 6645-0250-0015 MAN B&W

tem set point for the engine speed. When the function is active, the control mode
is shown in the Speed Indicator.
Engine Operation

The available modes are:

Stabilising The stabilizing modifier defines a speed set point that ensures the
starting of the engine.
Stop The stopped modifier sets the speed set point to zero.
Minimum Speed The minimum speed command modifier defines a minimum speed
set point during operation of the engine.
Maximum Speed The maximum speed command modifier defines a maximum
speed set point during operation of the engine.
Fixed Speed Set Fixed speed set is activated when running in pitch backup mode
from bridge (option for CPP systems).
Shut Down The shut down modifier sets the speed set point to zero.
Slow Down The slow down modifier sets the speed set point to a predeter-
mined slow down level.
PTO The speed is kept higher than ordered to keep the shaft generator
connected during start up of the auxiliary engines.
Speed Ramp Increase and decrease of speed is limited by the ramp.
Load Program The load control modifier defines a maximum speed set point that
ensures the maximum fuel oil index limit is not exceeded.
Barred Speed range Indicates that the modifier has changed the preset from inside a
* barred range to either lower or upper limit of the ramp. The engine
may have 0-2 barred speed range(s).
RPM Fine Adjust The speed is being modified according to the setting entered in the
RPM Fine Adjustment toolbar on the Operation screen.
Run Up/Down Prog. When the chief increases or decreases the speed set significantly,
the engine speed follows predefined curves. (Optional).
Chief Max Speed If the user is at Chief level, it is possible to define a Maximum
Engine Speed on the Chief limiter screen. See section 1.5
TC Cut Out If the TC Cut Out option is installed, the speed will be limited, when
the engine is running in TC Cut Out Mode.
WHR The speed is kept within the WHR speed range to maintain WHR
Power during start-up of auxiliary engines and subsequently dis-
connection of WHR.
Dual Fuel If Stop is ordered during dual fuel operation the modifier keeps the
speed set point on a low level for a short period of time. This is in
order to ensure 100% fuel oil operation and that all second fuel has
been consumed before the engine stops.
QPT** Quick Passing Through. Assists in quick acceleration through the
barred speed range.

* Barred Speed Range (FPP systems):

2017-08-29 - en
6645-0250-0015

The Barred Speed Range modifier is active when the active control station is either
Description

Bridge or ECR, the modifier is not active when operating from the LOP.
For barred speed range operation, see the next item.

**QPT Quick Passing Through.

For more information about this feature,
see Barred Speed Range operation (the next item).

8 (37)
 MAN B&W 6645-0250-0015

Engine Operation
1.1.11 Barred Speed Range operation (FPP Systems)
If the engine and shaft line has a Barred Speed Range (BSR) this is indicated with
marks on the side of the Speed bar graph.

It is usually a class requirement to be able to pass the BSR quickly. The quickest
way to accelerate through the BSR is the following:
▪ Ensure that the Governor Mode is in RPM Control when the engine speed is
close to the BSR
▪ Set the speed set point to a value just below the BSR
▪ Wait while the vessel accelerates to a vessel speed corresponding to the
speed set point
▪ When the vessel speed corresponds to the speed set point, then increase the
speed set point to a value above the BSR
For ECS with software version 1312-3 and higher numbers the above procedure is
valid, however an automatic feature called QPT (Quick Passing Through) is inclu-
ded in the software which is described in the following:
▪ Ensure that the Governor Mode is in RPM Control when the engine speed is
close to the BSR
▪ Set the desired speed set point. If the speed set point is above the BSR, the
ECS will automatically accelerate through the BSR when sufficient power is
available. This means that the ECS automatically waits for the vessel speed to
increase before acceleration through the BSR is initiated. This feature is called
QPT (Quick Passing Through).
On some vessels, and depending upon the initial vessel speed, the rpm may not
quickly drop through the BSR when decelerating. This is independent of the ECS
software version and occurs when the vessels’ speed keeps the propeller rotating
although the engine fuel index is zero, this is also known as propeller wind milling.
In such cases, the quickest way to decelerate through the BSR is the following:
▪ Ensure that the Governor Mode is in RPM Control when the engine speed is
close to the BSR
▪ Set the speed set point to a value just above the BSR
▪ Wait while the vessel decelerates to a vessel speed corresponding to the
speed set point
▪ When the vessel speed corresponds to the speed set point, then decrease the
speed set point to a value below the BSR

1.1.12 Pitch [%]

The pitch indicator is only shown on ships with CPP systems.

The pitch indicator consists of a label and a bar graph, indicating the current pitch
setting. The label uses + (plus) or − (minus) to indicate positive (forward) or nega-
tive (backwards) pitch. The bar graph is centred at 0 and positive and negative is
2017-08-29 - en

6645-0250-0015

up and down, respectively.

Description

The pitch indicator bar graph uses a pointed graph to underline the direction (sign)
of the current pitch.

9 (37)
 6645-0250-0015 MAN B&W
Engine Operation

1.1.13 Fuel Index [%] (See drawing 6655-0150)

The fuel Index indicator consists of a bar graph and a set of status fields. The top
status field indicates the current effective or nearest limiter. The electronic governor
will limit the fuel index command according to the actual engine operating condi-
tions. If no limiter is currently active the nearest limiter is displayed on a light grey
background. When a limiter is active it is displayed on a dark blue background.

Available limiters are:

Start The start limiter defines a fixed amount of fuel to be used for the
first injections during start.
Chief Index The chief limiter defines a maximum amount of fuel to be injected
according to the settings done by the operator at the screen Chief
limiters.
Scavenge Air Pres- The scavenge air pressure limiter defines a maximum amount of
sure fuel to be injected based on the actual scavenge air pressure, in
order not to overfuel the engine.
Torque The torque limiter defines a maximum amount of fuel to be injected
according to actual engine speed. This is to ensure that the engine
torque does not exceed recommended levels.
Hydraulic Power The hydraulic power supply pressure limiter defines a maximum
Supply amount of fuel oil to be injected according to actual hydraulic
power supply requirements, in order to ensure that the hydraulic
pressure does not drop below a minimum operation limit.
Running Mode The running mode limiter is a limitation of the current selected run-
ning mode, and can not be increased by "Increase Limitation".
Load Limitation This headline actually covers the four individual limiters described
below.*
Chief: The Chief load limiter defines the maximum allowed engine
load set on the Chief Limiters screen. This limiter cannot be
increased by "Increase Limitation".
Max Load: Limits the maximum load of the engine. It will allow a
higher RPM with a "light" running propeller than a "heavy" running
propeller.
Tier II/Tier III: When Tier II or Tier III systems are active they can limit
the engine load to protect against e.g. turbocharger overspeed.
Running Mode Handler: A certain condition of the engine may
require a load limitation, e.g. T.C. cutout or dual fuel.
Compression pres. ** The compression pressure limiter defines the maximum scavenge
air pressure (0.9 bar) when running with stopped (closed) exhaust
valve operation.
Fuel Pressure This limiter is only used on engines with common rail fuel oil sys-
tems. It will limit the fuel index in the event that the fuel oil pressure
is too low.
Lambda The Lambda limiter ensures a certain air excess ratio for combus-
tion, by limiting the fuel index.
2017-08-29 - en
6645-0250-0015

* In order to determine which one of the four limiters that are active if Load Limita-
Description

tion is active, go to the Process Information > Speed Control screen. The active
limiter will be displayed with an blue arrow on the right side of Load Limitation.
See drawing 6655-0160.

10 (37)
 MAN B&W 6645-0250-0015

** For information see Chief Limiters > Compression Pres. Lim. and Exhaust Valve
Operation later in this document.

Engine Operation
Also see description 6645-0320 case C for further information.

The fields Limiter and Actual are shown below the Index Limiter status field. Limiter
displays the current fuel index limit in percent and Actual displays the actual fuel
index in percent.

The bar graph indicates the current fuel index in percent, which is displayed as a
number in the Actual field. The blue colour in the bar graph represents fuel oil.
When operating in Dual Fuel mode, the blue colour represents the fraction of fuel
oil and the grey colour represents the fraction of second fuel.

1.1.14 Start Status (See drawing 6655-0150 Fig. 1)

The start status indicator consists of a single display, showing information on the
status of a start attempt.

The status shown can be one of the following:

▪ Stopped
▪ Running
▪ Repeated Start (yellow)
▪ Slow Turn Failed (red)
▪ Start Failed (red)

1.1.15 Prepare Start (See drawing 6655-0150 Fig. 9)

The prepare start function is normally to be activated before start if the engine has
been stopped for some time. Pressing the button will start the cylinder pre-lubrica-
tion and the auxiliary blowers (if stopped).

When pressed, the button will stay down until the procedure is completed. If the
engine has not been started within a certain time, the auxiliary blowers will auto-
matically stop.

The command is available only when the engine is stopped and the prepare start
procedure is not running.

1.1.16 Slow Turn (See drawing 6655-0150 Fig. 10)

Manual slow turn is used during preparations before start of the engine, and is nor-
mally to be used with the indicator cooks open. Slow turn is used for visual inspec-
tion of the blow out. When the button is selected, the engine is operated on start-
ing air through the slow turn valve as long as the manoeuvring handle is activated.
2017-08-29 - en

6645-0250-0015

If a manual prepared start has not been executed, the system will automatically
Description

perform one.

11 (37)
 6645-0250-0015 MAN B&W
Engine Operation

1.1.17 Auto (See drawing 6655-0150 Fig. 11)

The auto button is pressed when start preparations are completed, and the engine
has to be started. When selected, the engine will perform a normal automatic start
(when the manoeuvring handle is activated). If a manual prepared start has not
been executed, the system will automatically perform one.

1.1.18 Air Run (See drawing 6655-0150 Fig. 12)

The Air Run button function is only available in Chief operator level.

The Air Run button can be used in the following situations:

When checking the Tacho system (test), starting air valve test and after mainte-
nance (and after check with the turning gear) to check the function and movement.

Air Run function is similar to Slow Turn, except that the main starting valve is open
and the engine is running faster (still without fuel injection).

Air Run is activated when the manoeuvring handle is in “run” position (as with Slow
Turn). This will rotate the engine until the manoeuvring handle is set to »stop« (or
the engine is started by selecting the Auto button ).

2017-08-29 - en
6645-0250-0015
Description

12 (37)
 MAN B&W 6645-0250-0015

Engine Operation
1.2 Status (See Drawing 6655-0155)

The engine status screen provides extended engine information specifically for use
when changing the status of the engine, i.e. in the process from FWE to standby
state or vice versa.

1.2.1 Main State

The main state field shows exactly the same information as the main state field in
the operation screen view, drawing 6655-0150. For a detailed explanation, see
1.1.1 Main State Field, in this description.

1.2.2 Start Conditions

The Start Conditions field is a status list, showing if the engine is in the intended
state (FWE or st.by/at sea). The conditions shown in bold must be fullfilled before
the intended state can be obtained.

If a condition is shown with a green check mark, the condition is in accordance

with the intended state.

If a condition is shown with a red background and a white exclamation mark the
engine is not ready for starting.

If the condition is not relevant the background is dimmed, but a check mark or
exclamation mark will still indicate the status of the condition.

The possible status indications of each field are listed below:

▪ Main Starting Valve in service position (Standby or At Sea)
Yellow, when main starting valve is not in service position.
Green, when main starting valve is in service position.
▪ Main Starting Valve Blocked (FWE)
Yellow, when main starting valve is not blocked.
Green, when main starting valve is blocked.
▪ Starting Air Distribution System in service (Standby or At Sea)
Red, when Starting Air Distribution system is blocked.
Yellow, when Starting Air Distribution system is not in service.
Green, when Starting Air Distribution system is in service.
▪ Starting Air Distribution System blocked (FWE)
Yellow, when Start Air Distribution system is not blocked.
Green, when Start Air Distribution system is blocked.
▪ Starting Air Pressure (Standby or At Sea)
Red, when starting air pressure is below level for bridge start.
2017-08-29 - en

6645-0250-0015

Green, when OK.

Description

▪ Control Air Pressure (Standby or At Sea)

Red, when control air is vented.
Yellow, when control air pressure is low.
Green, when control air pressure is OK.

13 (37)
 6645-0250-0015 MAN B&W

▪ Control Air vented (FWE)

Yellow, when control air is not vented.
Engine Operation

Green, when control air is vented.

▪ Turning Gear disengaged (Standby or At Sea)
Red, when turning gear is not disengaged.
Green, when turning gear is disengaged.
▪ Auxiliary Blowers (Standby or At Sea)
Red, when blowers are not operational.
Green, when blowers are operational.
▪ Hydraulic Power Supply (Standby or At Sea) (Start-up pumps)
Yellow, when HPS is not OK. (e.g. in manual mode)
Green, when HPS is OK.
▪ Hydraulic Pressure (Standby or At Sea)
Red, if pressure is too low.
Green, if pressure is OK.
▪ Zero Pitch before starting (Standby or At Sea) (CPP systems only)
Red, if pitch is not zero before starting.
Green, if pitch is zero before starting.

1.2.3 Start Air

The starting air pressure indicator displays the system starting air pressure contin-
uously.

1.2.4 Turning Gear

The field shows either Engaged or Disengaged.

1.2.5 Control Air Pressure

The control air pressure indicator displays the system control air pressure continu-
ously.

1.2.6 Blowers

Shows the status of the auxiliary blowers, which is either:

▪ Stopped
▪ Running
▪ Starting
▪ Failed
2017-08-29 - en
6645-0250-0015

1.2.7 Hydraulic Oil

Description

The hydraulic oil pressure indicator displays the system hydraulic oil pressure con-
tinuously.

14 (37)
 MAN B&W 6645-0250-0015

Engine Operation
1.2.8 Crankshaft

Shows the current position of the crankshaft when turning the engine (for mainte-
nance purposes) with the turning gear, and allows checking of the position in case
of malfunction of starting air valves.

1.2.9 Pitch Start Blocking Indicator (CPP Systems Only)

On the pitch start blocking indicator, it is possible to cancel the start blocking.
(This could be relevant if the engine is stopped with the pitch in ahead or astern
position, and return to zero is not possible due to failure).

Cancel of start blocking can only be performed from Chief Level. When blocking is
cancelled this is shown with the text “Blocking Cancelled” on a red background.

1.2.10 Start Status

The start status indicator consists of a single field containing information on the
current start status.
Three successive start attempt failures or a slow turn failure will cause Start –
Blocked. The below conditions are indicated in the start status indicator:
▪ Stopped
▪ Running
▪ Repeated Start (warning)
▪ Slow Turn Failed (alarm)
▪ Start Failed (alarm)

1.2.11 Details

Pressing this button will display the individual readings of the Start Air, Control Air
and Crank Shaft sensors.

1.2.12 Pneumatic Diagram

In addition to the information described above the screen contains a schematic

diagram of the pneumatic starting and control air system. The diagram is intended
to indicate the functionality of the system. For a specific engine, further details can
be found in the plant installation drawings supplied by the engine builder.

The pilot valves A, B and Slow Turning, can and must be activated to test that the
main starting valve and the slow turning valve open and the tightness of the start-
ing air valves in the cylinders. (This test is performed regularly with stopped engine,
see description 6645-0100).
2017-08-29 - en

6645-0250-0015

Pressing the field, encircling the pilot valves, opens a tool bar from which activation
Description

of the pilot valves is possible.

15 (37)
 6645-0250-0015 MAN B&W
Engine Operation

1.3 Process Information (See Drawing 6655-0160)

Process Information has some tabs which are described in the following.

1.3.1 Running Mode tab

The displayed values on a light blue background (e.g. Pcomp/ Pscav ratio or Esti-
mated Engine Load) are set points or estimates, where as those on a dark blue
background (e.g. Speed Actual or Hyd. Oil Actual) are actual measurements.

The Estimated Engine Load is calculated internally within the ECS and is referred
to as the internal load estimation. The internal load estimation differs from the
actual engine load (as estimated by e.g. PMI equipment) which is referred to as the
external load estimation, due to the way the estimate is determined.

Ensuring equal values between the internal and external load estimation is impor-
tant for correct operation of the ECS and thereby the engine. This is achieved by
adjusting the Applied Fuel Quality Offset.
See Process Adjustment > Fuel Quality

For more information regarding the external load estimation,

see 6345-0340 Determination of the indicated and effective power.

When the engine load is below approximately 15% of MCR, the fields for estima-
ted values (maximum pressure, compression pressure and estimated engine load)
are dimmed.

Running Mode. This button has the same functionality as described in 1.1.4 - Run-
ning Mode.

1.3.2 Speed Control tab

This screen gives the user an overview of the possible Speed Modifiers and Gover-
nor/Index limiters. Arrows indicates if a modifier or limiter is active, or if it is a near
limiter. The same information will be shown on the Speed indicator and Fuel Index
indicator on the Operation screen.

The Speed Modifiers are described in 1.1.10 Speed [RPM].

The Index Limiters are described in 1.1.12 Fuel Index [%].

1.3.3 LDCL tab (engine dependent)

The LDCL screen (see 6655-0160 fig. 4) gives the user an overview of the LDCL,
temperature Load Dependent Cylinder Liner cooling water system.

The purpose of the LDCL system is to increase the temperature of the jacket cool-
ing water in order to limit problems with cold corrosion in the cylinder liners caused
by sulphur in the fuel. The increase in temperature is achieved by re-circulating
2017-08-29 - en

part of the cooling water.

6645-0250-0015

See description 5045-0100 Cooling Water Systems for a description of the LDCL
Description

system.

By pressing the details button (see 6655-0160 fig. 5) it is possible to see set points
and other detailed information in order to evaluate performance of the control sys-
tem.

16 (37)
 MAN B&W 6645-0250-0015

During normal operation the LDCL State should be in Automatic mode. In Auto-

Engine Operation
matic mode a low sulphur signal (called LDCL off signal on the ECU) can disable
the re-circulation of the cooling water and turn off the LDCL Circulation Pump
when it is not required to have a higher jacket cooling water temperature. When
this signal is high, T out jacket Set Point shows Inactive, see 6655-0160 fig. 6.

The low sulphur / LDCL off signal comes from the ECU, based on the inputs made
on the Cylinder Lubrication screen. The low sulphur / LDCL off signal is calculated
based on the minimum feed rate, the feed rate factor, and the sulphur content (S
%). Feed rate factor multiplied with the sulphur content (S%) represents how much
lubrication is needed due to neutralization. If this value is less than the Minimum
Feed Rate minus an offset (parameter), the signal will be high.

When the LDCL system re-circulates water, the water temperature in the re-circu-
lation loop can be very high, significantly higher than 100 °C. If the 3-way mixing
valve opens too quickly, boiling water can leave the system. Therefore an auto-
matic cooling procedure takes place when the engine stops running (engine speed
below RPM limit parameter). This procedure controls the 3-way valve in a way
such that the water outlet temperature from the re-circulation loop is not higher
than 100 °C. If re-circulation is not taking place when the engine stops running,
the cooling procedure is skipped, as the temperature of the cooling water in the
jacket loop is at an acceptable level.

When the engine is not running and the 3-way valve is 100% open, the automatic
cooling procedure is finished. The control air for the 3-way mixing valve should not
be vented/shut off before the 3-way valve is 100% open. If the control air for the 3-
way valve is shut off while the valve is not fully open, an alarm will occur, and the
system will go in failure mode. The system can be returned to Automatic mode by
pressing LDCL State and selecting Automatic.

LDCL State Stopped mode can be used to disable LDCL re-circulation (this sets
the 3-way mixing valve to 100% position and stops the LDCL pump).
See 6655-0160 fig. 7.
In order to apply the Stopped mode, press the LDCL State button and select
Stop.

In the event of failure to the T out cover sensor (CW Engine Outlet Temperature),
the T in Set Point will be set to the fail-safe setting, typically 65°C. For other fail-
ures, the system will continue to obtain the T out Set Point (typically 85°C) for the
cooling water flowing out of the engine.

In case of LDCL system failure leading to LDCL system in-activity, the cylinder lin-
ers will potentially be exposed to increased Sulphur acid condensation and
increased corrosive wear. It is therefore recommended to increase the (High BN)
Feed Rate Factor by 0.05 in g/kWh immediately, or no later than two weeks after
the LDCL system has been shut off, in order to compensate for the reduced liner
running surface temperature when operating the engine without the LDCL system.
2017-08-29 - en

6645-0250-0015
Description

17 (37)
 6645-0250-0015 MAN B&W
Engine Operation

1.4 Process Adjustment (See Drawing 6655-0161)

The ECS offers two methods for adjustment of the combustion process:

- Auto Tuning for easy tuning of the cylinder pressures for best engine perform-
ance
- Manual adjustment of process offsets for cylinder pressures

Auto-tuning is described in section 1.4.1. More information is available in the “PMI

Auto-tuning, Operation, User’s Reference Guide”, included in the PMI installation.

Manual adjustment of process offsets is described in section 1.4.2 and is intended

for engines equipped with PMI Offline or for adjusting cylinder pressures during
operating conditions that do not allow for auto-tuning.

Before making any performance measurements and adjustments select RPM Con-
trol governor mode. See 1.1.5 Governor Mode. Performance measurements and
adjustments should always take place during calm weather/sea conditions.

Index Calibration
Furthermore, the Index Calibration also influences the combustion process. In
order to ensure correct engine operation in all situations it is therefore necessary
that the fuel oil properties are entered on this tab.
See section 1.4.3.

1.4.1 Auto-tuning
Auto-tuning reduces the workload required for operating the engine continuously
at design specifications, according to the actual running mode and engine load
ordered by the ECS. The system continuously monitors the combustion process
and tunes the engine performance by observing changes and making corrective
adjustments to the maximum combustion pressure, compression pressure and the
mean indicated pressure. Auto-tuning is made available as “continuous auto-tun-
ing” (fully automatic) and as “user-controlled auto-tuning” (each auto-adjustment
session commanded by the operator).
The following pressure abbreviations are used in this section:
▪ pmax: maximum combustion pressure
▪ pcomp: compression pressure
▪ pi: mean indicated pressure

1.4.1.1 Introduction

System overview
2017-08-29 - en
6645-0250-0015
Description

18 (37)
 MAN B&W 6645-0250-0015

Engine Operation
Figure 2: Main components of the auto-tuning system

The main components of the auto-tuning system are shown in figure 1. The PMI
Data Acquisition Unit collects the measured combustion pressure cycles from the
cylinder pressure sensors and forwards the processed data to the CoCoS-EDS
and PMI Auto-tuning programs running on the Engine Management Services MOP
(EMS MOP) for logging, visualisation, and analysis. The evaluated key pressure val-
ues (pi, pcomp, and pmax ) are transferred via the network to the ECS MOP and the
units of the engine control system.
The auto-tuning interface in the ECS MOPs are used for enabling or disabling
auto-tuning, sending command and control adjustments to the combustion proc-
ess. From this interface, the performance of the engine can be tuned by adjusting
the fuel injection timing and the exhaust valve closing timing.

Tuning of engine performance

2017-08-29 - en

6645-0250-0015

Tuning the combustion process for best performance consists of two operations:
Description

19 (37)
 6645-0250-0015 MAN B&W

▪ 1: Balancing cylinder pressures to minimise deviation from the mean value.

Engine Operation

▪ 2: Adjusting cylinder mean pressures to ensure engine operation at the

“ordered” (design) level.

To perform the above operations, three adjustment modes are offered by the
engine control system:
1. Continuous automatic. The cylinder pressures are continuously monitored and
corrected by the engine control system without intervention by the user. This
mode is available for continuous adjustments of the mean pcomp and mean pmax
level to ensure that the actual mean pressure level is adjusted towards the
engine’s operating specifications. In this mode, automatic adjustments occur
only during safe and steady state engine operation and only within a narrower
adjustment band compared to user controlled automatic or manual adjust-
ments.
2017-08-29 - en
6645-0250-0015

2. User-controlled automatic. The cylinder pressures are automatically adjusted

Description

once, each time the user presses a command button. This mode is available
for adjusting either the engine balance or the mean pressure levels and only
during steady state engine operation.

20 (37)
 MAN B&W 6645-0250-0015

3. Manual. The pressure of individual cylinders can be adjusted manually through

incremental changes introduced by the user. This mode is primarily intended

Engine Operation
for cylinder pressure adjustment, when the auto-tuning system is not in use.

Auto-tuning does not prevent undesired pressure levels at any

operating condition. Auto-tuning does not compensate for
abnormal operating conditions, e.g. an excessively worn fuel
oil pressure booster, but only ensures optimised engine
performance during steady state engine operation. Thus, even
though auto-tuning is enabled, the crew must still verify
correct adjustment on a regular basis, e.g. each time the
engine load is increased.

Cylinder pressures are not measured while the engine is

running astern

1.4.1.2 Engine control and adjustments

This section describes the functions and components of the MOP Auto-tuning
screen which allows for control and adjustment of the cylinder pressures.
Automatic adjustments of the mean pressure level or balance between cylinders
are only allowed under certain conditions. These conditions are:
▪ Index is stable
Engine is in steady state operation, indicated by a stable governor index.
▪ Index is sufficient
Index is above a minimum level as auto-tuning adjustments in low load opera-
tion are not allowed.
▪ Sensor values
Cylinder pressure sensors provide valid signals.
▪ Pressure margin
Deviation from reference must not be too large as this could indicate a
mechanical fault.

When all the above conditions are met, the engine is said to be in the allowable
tuning range. It may be automatically tuned and the information bar will display the
following message:
2017-08-29 - en

6645-0250-0015
Description

If any of these conditions is not met, then the engine control system will ignore any
attempt to automatically adjust the mean pressure level or balance between cylin-

21 (37)
 6645-0250-0015 MAN B&W

der pressures. The status bar will display the message, “Tuning not available” and
a reason given in the right column as shown below:
Engine Operation

See section 1.2.3 for more details on each element of the Auto-tuning screen.
The system offers continuous and automatic tuning of both pcomp and pmax mean
pressure levels. It will automatically adjust the actual mean pressure close to the
ordered value to reduce any possible deviation. This is done automatically without
intervention by the engine crew.
Continuous Auto-tuning mode can be set under any operating condition. In this
mode, the engine control system loops through the following operating sequence:
1. Monitors mean pressures
Checks the deviation between the actual mean and ordered mean.
2. Monitors operating conditions
Checks if the engine is operating in the allowable tuning range:
– Index is stable
– Index is sufficient
– Sensor values are valid
3. Adjusts mean pressure
If the conditions in step 2 are fulfilled, the control system adjusts the current
mean pressure level close to the ordered mean.

The engine control system continuously loops through the above three step opera-
tions. If conditions in step 2 do not permit tuning of the mean levels (step 3), then
the engine control system puts adjustment of the mean pressure level on stand-by
until the conditions again are met. For example, the engine is operating in continu-
ous tuning mode, and the control system is continuously optimising the pmax and
pcomp mean levels. When the engine operator moves the index below the minimum
tuning range, then automatic adjustments to the mean pressure levels are tempo-
rarily interrupted and put on stand-by. When the operator moves the index back
within the allowable tuning range, then automatic adjustments to pmax and pcomp
mean levels are resumed.
The maximum continuous mean pressure level adjustment range varies depending
on your particular engine type, see figure 2.
2017-08-29 - en
6645-0250-0015
Description

22 (37)
 MAN B&W 6645-0250-0015

Engine Operation
Figure 3: The white zone indicates one of the requirements, "Index is sufficient", before
continuous auto-tuning is applied

Enable continuous automatic tuning mode

To enable continuous tuning, ensure that the MOP is in Chief access level, and
then follow the steps in the order shown in figure 3, below.
2017-08-29 - en

6645-0250-0015

Figure 4: Panel with buttons for enabling continuous tuning mode

Description

Continuous automatic tuning in operation

When Continuous Tuning mode is enabled, incremental adjustments to the mean
pressure level are displayed in the Mean panel. For example, in figure 4, continu-
ous tuning is enabled. The mean panel on the right shows the pressure adjustment
increments introduced by automatic tuning.

23 (37)
 6645-0250-0015 MAN B&W
Engine Operation

Figure 5: A value in the adjustment increments field indicates that continuous automatic
tuning is enabled.

Automatic tuning starts as soon as operating conditions allow for tuning. Figure 5
demonstrates the tuning operation in progress.

Figure 6: Automatic tuning adjustments in operation over time

See section 1.2.3 for more details on each element of the Auto-tuning screen.

Adjust cylinder balance

Varying pressure deviations between cylinders can be automatically balanced
through a single command button. When this button is pressed, the system will
adjust the cylinder pressures to reduce any pressure differences without affecting
the mean pressure level. Several minutes may elapse before the results of the
operation will be displayed on the MOP.

To adjust the cylinder balance, follow the steps below:

1. Select either the pi, pcomp, or pmax deviation panel button, depending on which
combustion parameter you want to balance (step 1, figure 6).
2. Start automatic balance by clicking the command button in the lower status
bar (step 2a, figure 6) or click the "All" button (step 2b) to simultaneously bal-
ance all three combustion parameters (no matter which panel button is selec-
ted in step 1). 2017-08-29 - en
6645-0250-0015
Description

24 (37)
 MAN B&W 6645-0250-0015

Engine Operation
Figure 7: Command buttons for automatic tuning of cylinder balance

▪ Wait for the system to update the screen with the new pressure values.
▪ Repeat the above steps if the pressure deviation between cylinders need fur-
ther adjustment.

Adjust mean deviation

The difference between the current and ordered mean pressure of the cylinders
can be reduced by pressing a single command button. When this button is
pressed, the system will adjust the current mean towards the ordered mean with-
out affecting the pressure balance between the cylinders. Several minutes may
elapse before the results of the operation will be displayed on the screen.

To reduce the deviation between the current and ordered pcomp or pmax mean devi-
ations, follow the steps below:
1. Select either the pcomp or pmax Mean panel button, depending on which mean
deviation needs adjusting (step 1, figure 7).
2. Start automatic tuning by clicking the command button in the lower status bar
(step 2a, figure 7) or click the "All" button (step 2b) to simultaneously tune both
mean deviations (no matter which panel button is selected in step 1).
2017-08-29 - en

6645-0250-0015
Description

25 (37)
 6645-0250-0015 MAN B&W
Engine Operation

Figure 8: Command buttons for automatic tuning of Mean deviation pressures

▪ Wait for the system to update the screen with the new pressure values.
▪ Repeat the above steps if the pressure deviation between the ordered and
current mean pressure needs further adjustment.
See section 1.2.3 for more details on each element of the Auto-tuning screen.

2017-08-29 - en
6645-0250-0015
Description

26 (37)
 MAN B&W 6645-0250-0015

Engine Operation
Figure 9: Auto-tuning tab

Information bar

▪ Running state
This field indicates whether continuous tuning is in progress or not. Even if
continuous tuning is enabled (Auto-tuning mode), certain requirements listed in
the "Operating requirements" field must be met. If one of these requirements is
not met, then continuous tuning is temporarily interrupted and put on standby
until a change in engine operating conditions causes the requirement again to
be fulfilled. The different running state messages are shown in the following
table:
Message Description
Tuning allowed Engine is operating in the allowable tuning range.
Tuning not available Engine is not operating in the allowable tuning range.
Tuning in progress The engine control system is either balancing or adjusting the
2017-08-29 - en

6645-0250-0015

mean pressure levels.

Description

▪ Operating requirements
These are conditions that must be met before automatic tuning is applied.
– Index stable: fuel index must be reasonably stable (see the Speed Control
tab under Engine-> Process Information)

27 (37)
 6645-0250-0015 MAN B&W

– Sufficient index: fuel index must be within a specified range set by the
manufacturer
Engine Operation

– Sensor values: data received from the cylinder pressure sensors must be
valid.
Symbols Description
Meets requirements

Not in range

Error

▪ Notification
The user is informed on the results of the last tuning operation.
Messages Description
Last tuning successful Operator initiated tuning completed suc-
cessfully
Tuning rejected due to invalid sensor values A pressure sensor is defective or pressure
values are not valid.
Tuning incomplete due to max. adjust limit Deviation too high or above adjustable
range.
Tuning rejected ECU or CCU not available Tuning cannot be made because the partic-
ular MPC device is busy with another task.
Tuning rejected EICU not available Tuning cannot be made because the partic-
ular MPC device is busy with another task.
Tuning rejected ATCU not available Tuning cannot be made because the partic-
ular MPC device is busy with another task.

Deviation Panel

2017-08-29 - en
6645-0250-0015
Description

Figure 10: pmax deviation of a 6-cylinder engine

▪ Offset pressure
The pressure deviation of each cylinder with respect to the mean.

28 (37)
 MAN B&W 6645-0250-0015

▪ Offset adjustment
The compensation value used to reduce offset pressure.

Engine Operation
▪ Threshold icon
Used to indicate when certain pressure limits have been exceeded. These lim-
its are shown in the table below:
Threshold icon pmax (bar) pcomp (bar) pi (bar)

>20 >20 >2

3 to 20 3 to 20 0.5 to 2

1 to 3 1 to 3 0.2 to 0.5

-1 to 1 -1 to 1 -0.2 to 0.2
-1 to -3 -1 to -3 -0.2 to -0.5

-3 to -20 -3 to -20 -0.5 to -2

<-20 <-20 <-2

Mean Panel

Figure 11: Mean pmax pressure level of a 6-cylinder engine

▪ Ordered
Requested or target mean pressure (set point)
▪ Current
Mean pressure value
▪ Deviation
Difference between ordered mean and current mean pressure. The value field
will change color depending on how much the deviation is as shown in the fol-
lowing table:
2017-08-29 - en

6645-0250-0015

Threshold color pmax(bar) pcomp(bar) pi(bar)

Description

-3 to 3 -3 to 3 -3 to 3

29 (37)
 6645-0250-0015 MAN B&W

3 to 5 or -3 to -5 3 to 5 or -3 to -5 0.5 to 0.8 or -0.5 to

Engine Operation

-0.8
>5 or <-5 >5 or <-5 >0.8 or <-0.8

▪ Offset
A compensation value used to reduce the deviation between pressures.
pmax Mean Panel:
The offset consists of two parts given by a "Static offset" and an "increment"

– Increment
Pressure adjustments introduced by Auto-tuning
Adjustment limits*: -8 to 8 bar
– Static Offset
Static offset value that is manually set in the Cylinder Pressure menu (see
"Cylinder Press." tab, figure 8).
Adjustment limits*: -20 to 20 bar
*Limits may vary depending on your particular engine type.

Toolbar buttons

Continuous Automatic Tuning (CAT) Mode Select

Figure 12: The button displays the current mode of continuous automatic tuning and gives
the user access to the auto-tuning control panel

The button shown in figure 11 displays the current mode of continuous automatic
tuning:
2017-08-29 - en
6645-0250-0015

CAT is enabled. The control system will continuously check if engine

operating conditions allow for tuning. If conditions are met, tuning of the
Description

pmax and pcomp mean levels will commence.

CAT is disabled. Tuning of the pmax and pcomp mean levels may only be
done manually by the operator.

30 (37)
 MAN B&W 6645-0250-0015

Clicking the button will open the control panel shown in figure 12.

Engine Operation
Figure 13: Auto-tuning control panel

Mean and Deviation command buttons

Figure 14: Panel buttons

Clicking any mean or deviation panel shown in figure 8 will open the command
panel, figure 13, in the toolbar. Key pressure values are adjusted once, automati-
cally each time a command button is pressed. The function of the left button will
change depending on which mean or deviation panel button has been selected:
2017-08-29 - en

6645-0250-0015
Description

Command Button Functions

31 (37)
 6645-0250-0015 MAN B&W

Panel button Command but- Button function when pressed

selected ton displayed
Engine Operation

pmax Deviation Balance of pmax deviation between cylinder

pmax Mean Reduction of deviation between pmax ordered mean

and current mean

pcomp Deviation Balance of pcomp deviation between each cylinder

pcomp Mean Reduction of deviation between pcomp ordered mean

and current mean

pi Deviation Balance of pi deviation between each cylinder

Any deviation Simultaneous balance of all three key pressure val-

panel ues: pi, pcomp, and pmax

Any mean panel Simultaneous reduction of all three mean deviation

values: pi, pcomp, and pmax.

1.4.2 Manual Adjustment of Process Offsets

The cylinder pressures can be adjusted by manually setting the corresponding

process offsets for control of fuel injection timing. Manual adjustment can be used
if auto-tuning is not available, or if the offsets are to large for auto-tuning.

Cylinder load
On the “Cylinder load” tab, the operator (Chief level) can adjust the load balance.

Cylinder pressure
On the “Cylinder pressure” tab, the operator (Chief level) can manually adjust Pmax
level, balance and Pcomp/Pscav ratio.

If the “Pmax offset” is adjusted at low loads, it may lead to too high
Pmax when engine load is increased. For correct engine operation it is
therefore required to check the maximum pressures and re-adjust if
necessary when engine load is increased. This applies to adjustment
of “Pmax offset” on the individual cylinders as well as on "All".
2017-08-29 - en
6645-0250-0015
Description

1.4.3 Index Calibration

The purpose of fuel Index Calibration is to ensure that the engine load estimation
within the ECS is correct, in order for the engine to operate as intended. The fuel
Index Calibration user interface consists of two tabs: Online and Offline

32 (37)
 MAN B&W 6645-0250-0015

During normal operation in Auto mode the ECS uses the values from the PMI sys-
tem for continuous calibration of the fuel index. If the values from the PMI system

Engine Operation
are not available, or if the engine load is low, the ECS will use the values entered
manually on the Offline tab. In order to ensure correct engine operation in all situa-
tions it is therefore necessary that the fuel oil properties are entered on the Offline
tab as described below.

Some of the fields are shown on both the Online and Offline tabs:
▪ Index Calibration
This can be in either Auto or Manual mode. Auto mode is recommended dur-
ing normal operation. In Auto mode the fuel index is automatically calibrated
when the values from the PMI system are available.
In Manual mode, the Offline Fuel Oil Index Calibration will be used.
Selection of Auto or Manual mode is possible in Chief operator level by press-
ing the Index Calibration button. Manual mode is not considered normal oper-
ation, and an alarm will be raised to alert the operator of this.
▪ Estimated Engine Load
Shows the current estimated engine load in % of MCR.
▪ PMI Status
The PMI Status is found at the bottom of the screen. The PMI Status can be
either Online or Offline. Online means that the PMI values are available, Offline
means they are not. Three conditions are listed In the dialogue box; if all condi-
tions are fulfilled (indicated by green checkmarks), the PMI Status will be
Online:

If one or more of the conditions are not fulfilled this is indicated by a yellow or
red exclamation mark and the PMI Status will be Offline:

PMI Status field conditions:

– Index calibration auto
If Auto is selected in Index Calibration the condition is fulfilled, if Manual is
selected it is not.
– Sufficient index
A certain amount of fuel index is required before this condition is fulfilled.
This means that when the engine is running at low load, the inputs made
on the Offline tab will be used.
– Sensor values
Valid sensor values from the PMI system will fulfill this condition.
On the Online tab the following additional information is available, some fields are
2017-08-29 - en

6645-0250-0015

however only applicable on dual fuel engines:

Description

▪ Fuel Oil Online FQA (Fuel Quality Adjustment)

The Fuel Oil Online FQA uses values from the PMI system for continuous cali-
bration of the fuel index in order to achieve shop trial values.

33 (37)
 6645-0250-0015 MAN B&W

▪ Actual Fuel Oil Index Calibration

This field states the actual value which is used by the ECS. If the PMI Status is
Engine Operation

Online, the value is taken from the Fuel Oil Online FQA field. If the PMI Status
goes Offline, the value is taken from the Offline Fuel Oil Index Calibration field
(on the Offline tab) after a short time delay. The purpose of the time delay is to
avoid unnecessary calibration if the PMI Status switches back to Online within
a short time frame.
▪ Second Fuel Online FQA (dual fuel engines)
On dual fuel engines the Second Fuel Online FQA uses values from the PMI
system for continuous calibration of the fuel index in order to achieve shop trial
values.
▪ Second Fuel Calculated Correction (dual fuel engines)
This correctional input is based on the compression pressure set point, sec-
ond fuel pressure and second fuel temperature.
▪ Details (dual fuel engines)
When Details is pressed (Chief access level ) the values used for Second Fuel
Calculated Correction are shown.
▪ Actual Second Fuel Index Calibration (dual fuel engines)
This field states the actual value which is used by the ECS, it is the result of
Second Fuel Online FQA plus or minus any correction from the Second Fuel
Calculated Correction field. The value cannot be altered by the user.

The Offline tab:

Even though online correction is available, it is still necessary for correct operation
of the ECS, and thereby the engine, to enter new fuel oil properties when these are
changed, since online correction will not take place when the PMI Status is Offline.

In Chief access level. the fuel oil properties can be changed in the toolbar when
the individual property button is selected. The result of the calculation is stated in
the Fuel Oil Calculated Correction field. However, be aware that the value which is
being used by the ECS is the Offline Fuel Oil Index Calibration. In order to change
the value of the Offline Fuel Oil Index Calibration, press the button (Chiel level
access) and change the value in the New field by using either Insert Suggested
Offset (from Fuel Oil Calculated Correction) or the arrows, followed by apply.

The Fuel Oil Calculated Correction is a good starting point for determination of the
correct Offline Fuel Oil Index Calibration. However, if the PMI Status is Offline for a
longer time period, a final value must be found in an iterative process where the
ECS load estimation and the external load estimation (by e.g. a torque meter) are
equalised by adjusting the Offline Fuel Oil Index Calibration. The Estimated Engine
Load by the ECS is displayed on the process information screen.
See Process Information > Running Mode tab.
2017-08-29 - en
6645-0250-0015
Description

34 (37)
 MAN B&W 6645-0250-0015

Engine Operation
1.5 Chief Limiters (See Drawing 6655-0162)

In Chief operator level, this screen gives the operator the opportunity to:
▪ Limit the maximum engine speed
▪ Limit the maximum engine load
▪ Cancel the automatic compression pressure limiter
▪ Manually limit the fuel index at all cylinders
▪ Manually limit the fuel index or cut out one or more cylinders
▪ Stop or enable the exhaust valve operation on one or more cylinders
▪ Observe the HCU Status and reset HCU related failure if needed
▪ Observe the Second Fuel Block Status and force and reset a failure if needed
The buttons are described more in details in the following.

1.5.1 Chief Max Speed

When this button is selected the operator can limit the engine's maximum speed
by entering a new value in the toolbar. The ECS will use the new value when Apply
is selected.

1.5.2 Chief Max Load

When this button is selected the operator can limit the maximum load by entering
a new value in the toolbar. The ECS will use the new value when Apply is selected.

1.5.3 Compression Pres. Lim.

As described in Fuel Index [%], the compression pressure limiter defines the maxi-
mum allowable scavenge air pressure when the engine is running with stopped
(closed) exhaust valve operation.

When the Compression Pres. Lim. button is selected, the operator can cancel the
compression pressure limiter when the engine is running with stopped (closed)
exhaust valve operation. This option of obtaining more engine power should only
be utilised in very special situations since the high compression pressure may
cause damage to the cylinder components and lead to risk of personal injury if a
cylinder cover lifts to release the high compression pressure.

Cancellation of the compression pressure limiter may lead to risk of

personal injury if a cylinder cover lifts to release the high compression
pressure.

For more information see Exhaust Valve operation later in this document.
2017-08-29 - en

6645-0250-0015

1.5.4 Chief Index Limit [%]

Description

When Chief Index Limit for All cylinders is selected, the operator can limit the maxi-
mum fuel index by entering a new value in the toolbar. The ECS will use the new
value when Apply is selected.

When Chief Index Limit for individual cylinders is selected the operator can limit the

35 (37)
 6645-0250-0015 MAN B&W

maximum fuel index on the selected cylinder by entering a new value in the toolbar
followed by [Apply].
Engine Operation

In order to completely disable the fuel injection on a cylinder unit then the new
value should be 0 followed by [Apply].

Before taking a cylinder out of operation the restrictions in description 6645-0320

must be taken into consideration.

In order to reenable fuel injection on a cylinder unit then the new value should be
more than zero; in order to get the same limit on all units then the values should be
identical. The ECS will use the new value when Apply is selected.

1.5.5 Exhaust Valve Operation

On this button the current status on each unit can be observed, the current status
can be either Enabled or Stopped.

In order to stop exhaust valve operation on a given cylinder unit then press the
Enabled button and select Stopped. The exhaust valve will during normal circum-
stances remain closed and the fuel injections on the cylinder unit will stop.

Before stopping the exhaust valve operation follow the advise in the Warning text
in the toolbar. The restrictions in description 6645-0320 must also be taken into
consideration.

Stopping an exhaust valve operation is normally only possible when

the scavenge air pressure is below the critical limit (0.9 bar), in order to
protect the engine against cylinder cover lift.

In order to stop exhaust valve operation above the critical scavenge air pressure
limit, the compression pressure limiter has to be cancelled.
See Compression Pres. Lim. earlier in this document.

In order to re-enable the exhaust valve operation press the Stopped button and
select Enabled.

Activation during shutdown

If a shut down occurs during high engine load, the ECS will force the exhaust
valves to open after two seconds of normal operation due to a risk of cylinder
cover lift.

Engine operation during exhaust valve control failure

In the event that ECS control of the exhaust valve is lost, e.g. due to a defective
wire, a different electric defect or controller (CCU) defect, the ELVA/ FIVA will move
to its mechanical fail safe position, ordering the exhaust valve to open immediately.
This will avoid excessive compression pressure and risk of cylinder cover lift due to
2017-08-29 - en
6645-0250-0015

high compression pressure.

Description

Due to the internal hydraulic drain in the exhaust valve, it will close after some sec-
onds. The ECS will force a load down of the engine in order to reduce the scav-
enge air pressure below the critical limit before the exhaust valve is closed. If the
scavenge air pressure is already below the critical limit when the control failure is
detected, the compression pressure limiter ensures that the engine load, and

36 (37)
 MAN B&W 6645-0250-0015

thereby the scavenging air pressure, is not increased above the critical limit.

Engine Operation
In very special situations the compression pressure limiter can be cancelled in
order to obtain more engine power.
See Compression Pres. Lim. earlier in this document.

When the ECS control of the exhaust valve has been reestablished, the ECS will
return normal settings.

1.5.6 HCU state: Fuel Oil

On this button the current HCU status regarding fuel oil injection on each unit can
be observed, the current status can be either Normal or Fault.

If a Fault has occurred, the fuel oil injection will stop on the unit in question until the
fault has been rectified and reset.

A faulty HCU unit can be selected and reset in the toolbar. HCU Fault reset should
only be done after proper investigation rectification according to the Alarm info
text. HCU Fault can only be reset when the engine speed is reduced to a certain
level (engine dependent), e.g. below 50 rpm.

If a HCU Fuel Oil Fault has occurred then the system will create a HCU Event on
MOP B.
See description 6645-0240 Alarm handling on MOP.
See description 6645-0270 HCU Events.

1.5.7 Second Fuel Block Status and Reset

On this button the current status regarding second fuel injection on each unit can
be observed, the current status can be either Normal or Fault.

If a Second Fuel Block Fault has occurred, the second fuel injection will stop on
the unit in question until the fault has been rectified and reset.

If a Second Fuel Block Fault has occurred then the system will create a Cyl. Event
on MOP B.
See description 6645-0240 Alarm handling on MOP.
See description 6645-0270 HCU Cyl. Events.

A faulty Second Fuel Block can be selected and reset in the toolbar. Second Fuel
Block Fault reset should only be done after proper investigation rectification
according to the Alarm info text. Second Fuel Block Fault can only be reset when
the engine speed is reduced to a certain level (engine dependent), e.g. below 50
rpm.

If a Second Fuel Block Fault reset has been conducted prematurely, and the sec-
ond fuel injection valve leaks, there is a risk that combustion gasses enters the
second fuel block and thereby overheats it. In order to prevent this situation, it is
possible to force a fault and thereby close the purge and blow off valve on the rele-
2017-08-29 - en

6645-0250-0015

vant cylinder. In order to close the valves, select the cylinder unit in question (Nor-
Description

mal status required) and press the Force Fault button in the toolbar.

37 (37)
 MAN Energy Solutions 6645-0260-0018

1 Auxiliaries

The Hydraulic System, Scavenge Air, Second Fuel System and Cylinder Lub-
rication are monitored in the Auxiliaries main navigator.

From each menu, the operator can control and monitor these systems.
The screens are:

1.1 Hydraulic System

▪ 1.1.1 HPS Mode
▪ 1.1.2 Pump Torque Limiter
▪ 1.1.3 Set Point and Hydraulic Oil
▪ 1.1.4 Double Pipe (Not shown) (Engine dependent)
▪ 1.1.5 Bypass Valve

1.2 Scavenge Air has one or more tabs (engine dependent):

▪ 1.2.1 Main tab
▪ 1.2.2 Main tab with Exhaust Gas Bypass and VT System (engine depend-
ent)
▪ 1.2.3 Process Values tab (engine dependent)
▪ 1.2.4 TC Speed Balancing tab (engine dependent)
▪ 1.2.5 WHR (Waste Heat Recovery) tab (engine dependent)

1.3 Second Fuel System

▪ 1.3.1 Status
▪ 1.3.2 Gas Pipes
▪ 1.3.3 Outer Pipes
▪ 1.3.4 Seal Oil
▪ 1.3.5 Cyl. Monitoring

1.4 Cylinder Lubrication

▪ 1.4.1 Total Low BN oil

▪ 1.4.2 Total High BN oil
▪ 1.4.3 Index Calibration
2019-11-19 - en

▪ 1.4.4 Pilot Oil Profile

▪ 1.4.5 Flow
▪ 1.4.6 Basic Feed Rate
▪ 1.4.7 BN Oil Switch Pos.
Auxilliaries

▪ 1.4.8 Actual Feed Rate

Description

▪ 1.4.9 Feed Rate Adjust Factor

▪ 1.4.10 Running In
▪ 1.4.11 High BN Feed Rate Factor
▪ 1.4.12 Fuel Oil Sulfur

6645-0260-0018 1 (48)
6645-0260-0018 MAN Energy Solutions

▪ 1.4.13 Part load control

▪ 1.4.14 Min. Feed Rate
▪ 1.4.15 Prelube
▪ 1.4.16 Low BN Feed Rate Factor
▪ 1.4.17 Second Fuel Sulfur
▪ 1.4.18 BN Oil Control
▪ 1.4.19 LCD (Load Change Dependent)

1.1 Hydraulic System (See Drawing 6655-0175)

This screen shows a simple schematic drawing of the HPS (Hydraulic Power
Supply). The screen shows from three to five engine-driven pumps (depend-
ing on engine layout) and two electrically driven start-up pumps. A bypass
valve from pump pressure side to suction side is also shown.

EL-HPS: On some plants the main HPS pumps are not engine-driven but in-
stead electrically driven (EL-HPS). In this case there will be no start-up pumps
or bypass valve. Apart from that the following description is valid also for EL-
HPS, just ignore the word ‘engine-driven’.

If, for some reason, control signal to an engine-driven pump is lost, the pump
swash plate is deflected to 100% in ahead direction. Thereby ensuring ad-
equate hydraulic power for running ahead.

On engines with 4 or 5 engine-driven pumps, pump 4 is controlled from

ECUA and pump 5 is controlled from ECUB
See drawing 7055-0150.

On Chief level the following buttons are available:

▪ HPS Mode

▪ Pump Torque Limiter

2019-11-19 - en

▪ Set Point

▪ Bypass
Auxilliaries

1.1.1 HPS Mode

Description

Pressing the HPS Mode button activates a toolbar at the bottom of the
screen. At Chief level, it is possible to switch between Auto and Manual
mode.

2 (48) 6645-0260-0018
 MAN Energy Solutions 6645-0260-0018

In Auto mode it is possible to perform the following commands (both Operator

and Chief level)

1. Select one of the electrically driven pumps as master.

2. Select one of the engine-driven pumps as pressure controlling pump.

In Manual mode (Chief level) the additional command features are:

3. Adjustment of the current hydraulic pressure set point (see Section 1.1.3
in this Chapter).

4. Operate engine-driven pumps bypass valve using either ACU1 or ACU3

(Bypass valve to be tested for movement every 6 months, at stopped en-
gine, see 1.1.5 in this Chapter).

5. Start/stop of the electric start-up pumps.

1.1.2 Pump Torque Limiter

In this field, it is possible to cancel the Pump Torque Limiter. (Chief-Level)

The torque limiter has two functions:

1. The total torque to the engine-driven pumps must not exceed a level that
can harm gear and chain. Hence, to protect gear and chain, the sum of
the swash plate positions must not exceed a predefined value. (Engine
specific).

2. To protect the individual pumps from breakdown or damage.

By pressing the Pump Torque Limiter field, a toolbar will appear, where the
2019-11-19 - en

limiter can be either activated or cancelled. (Cancellation of the limiter will raise
an alarm on the MOP).

When the limiter is cancelled, the electrically controlled swash plates in the
pumps are allowed to deflect to the mechanical limitation, if the need is there.
Auxilliaries

(When the limiter is active, they are only allowed to deflect to an electrically
controlled maximum position).
Description

6645-0260-0018 3 (48)
6645-0260-0018 MAN Energy Solutions

1.1.3 Set Point and Hydraulic Oil

Adjustment of the oil pressure set point can be done from the Set Point dis-
play, where the actual set point is always shown. The engine must be running.
The actual oil pressure is shown at the display as Hydraulic oil.

Adjustment of the Set Point (Chief level and manual mode) is only inten-
ded as an option in test or failure situations.

As default, the normal operating pressure is in the 200-300 bar range and is
set at commissioning. The engine shutdown level is approximately 140 - 180
bars, also set at engine commissioning. Both the operating pressure and the
shutdown pressure is engine dependent.

The pressure set point is only relevant for the engine-driven swash plate
pumps, as the pressure of the start-up pumps is limited via mechanical adjus-
ted pressure limiting valves. The start-up pumps are automatically stopped or
started as needed.

1.1.4 Double Pipe (Not shown) (Engine dependent)

If equipped with a double pipe system a display shows the pressure in the
outer pipes of the high pressure double pipes. Normally, this pressure should
be in the 0-10 bar range, depending on the specific engine layout.
See description 4545-0150 for more details of the hydraulic system.

1.1.5 Bypass Valve

On the main pressure line from the engine-driven pumps, a bypass valve is in-
stalled.
2019-11-19 - en

At normal running with HPS mode in “Auto”, the bypass will open in the event
of shutdown of the engine (wind milling can occur). This ensures oil return to
the suction side of the pumps and thereby avoids cavitation and unintended
wear on the pump parts.

Also, if the shutdown is due to a leakage at the high pressure side, and the
Auxilliaries

engine keeps turning due to wind milling, the amount of oil spilled can be re-
Description

duced by leading the oil back to the suction side.

By checking the valve manually, it is ensured that the valve is working prop-
erly. (The valve is to be checked manually every 6 months.) See description
6645-0100.

4 (48) 6645-0260-0018
 MAN Energy Solutions 6645-0260-0018

The bypass valve is tested at engine still stand, in Chief level and the HPS
mode in manual. For redundancy reasons the bypass valve is controlled both
via ACU1 and ACU3.

1.2 Scavenge Air (See Drawing 6655-0180)

Scavenge Air has one or more tabs (engine dependent) described in the fol-
lowing.

1.2.1 Main tab (See drawing 6655-0180- Fig. 1-4)

The scavenge air main tab contains information and controls for monitoring
and operating the auxiliary blowers. If equipped (engine dependent), the main
tab displays Exhaust Gas Bypass (EGB) system or Variable Turbocharger (VT)
system. See the next paragraph.

By pressing the “Details” button, indication of the current scavenge air pres-
sure is shown for each individual scavenge air sensor.

The blowers are normally operating in Auto mode. Operating conditions are:

The blowers are started when :

▪ “Prepare start” button is pressed (Operation Screen)

▪ Manoeuvring handle is moved to start position, prompting the system to

perform an automatic prepare start (engine start is delayed until blowers
are running and pressure is correct)

▪ Engine is running but the scavenge air pressure is below a certain value
(e.g. during manoeuvring)

The blowers are stopped when

▪ Engine is shut down

2019-11-19 - en

▪ The current sub-telegraph command state is moved to FWE position

▪ 10 minutes after engine has been stopped (adjustable)

Auxilliaries

▪ Engine is running and the scavenge air pressure is above a specified level
Description

▪ After prepare start if no start has occurred within the pre-determined time

6645-0260-0018 5 (48)
6645-0260-0018 MAN Energy Solutions

If a switch to manual operation is required, this is done by pressing the

“Blowers Mode” push button (see drawing 6655-0180). By pressing the indi-
vidual blower 3D display at chief level and manual mode, it is possible to start
or stop the individual blower.

The screen contains 2 to 5 blowers, depending on the engine layout. The

state of each blower is shown. Status is either stopped, starting, running or
failed.

Manual operation of the blower is mainly intended for use during fault-
finding and test situations. Selecting Manual Mode will therefore also
raise an alarm on the MOP.

1.2.2 Main tab with Exhaust Gas Bypass and VT System (engine dependent) (See drawing
6655-0180- Fig. 5-7)

Monitoring of the Exhaust Gas bypass Systems (EGB) and Variable Tur-
bocharger (VT) System is performed from the Scavenge Air screen.

The actual positions and settings of the on/off bypass, the variable controlled
bypass valves and VT System are always shown on the screen.

By pressing the “Bypass Mode” push button (chief level), the bypass valve
modes can be changed between automatic and manual.

In manual mode (Chief level), the variable controlled bypass valve can be
opened / closed or set to the angle desired.

In manual mode (Chief level), the on/off bypass can be opened or closed.

For a detailed description of the Variable Turbocharger system see description

5445-0200 or a separate manual, for Exhaust Gas bypass system see de-
scription 5445-0300 or a separate manual.
2019-11-19 - en

1.2.3 Process Values tab (engine dependent) (See drawing 6655-0180- Fig. 8)
This screen displays the different values in either the Exhaust Gas Bypass
(EGB) system or Variable Turbocharger (VT) system. It is not possible to
Auxilliaries

change any values or set points on the screen.

Description

The estimated engine load from the ECS goes into a scavenge air pressure
set point table. This set point is displayed in the Pscav Set Point field and is
sent to the scavenge air controller (Pscav Control field). The scavenge air con-
troller also receives the actual scavenge air pressure measurement indicated

6 (48) 6645-0260-0018
 MAN Energy Solutions 6645-0260-0018

in the Actual Pscav field.

The scavenge air controller calculates the necessary relative flow area for
either the Exhaust Gas Bypass valve or Variable Turbocharger, displayed as
Rel. Flow Area. Depending on engine layout, there may be a minimum or a
maximum limit allowed of the flow area, this will be indicated in the Min Limit
or Max Limit fields respectively.

See description 5445-0200 or a separate manual for a more detailed descrip-

tion of the system.

1.2.4 TC Speed Balancing tab (engine dependent) (See drawing 6655-0180- Fig. 9)
This screen is for speed balancing of multiple VT’s (Variable Turbochargers).
The actual speed of the turbo chargers is displayed in the Speed (RPM) field.
Any deviation is displayed in the Speed Deviation (RPM) field. The optimum
condition is achieved if both TC’s runs with the same speed, then the effi-
ciency is highest.

In case the speed deviation is too large, it is possible to offset the set point to
the variable nozzle ring to minimize the deviation. Select either TC1 or TC2
and enter a new value in the toolbar followed by [Apply].

1.2.5 WHR (Waste Heat Recovery) tab (engine dependent) (See drawing 6655-0180- Fig. 10)
This screen displays the different values in the WHR system. It is not possible
to change any values or set points on the screen.

Common for the values on the valves is that the value either is expressed in
percent of the valve position (angle) or in percent of the effective flow area.

The individual fields on the screen are described in details below.

Failure Handling
In case of failure in the EGB control, the EGB valve is opened (fail safe posi-
tion).
If equipped with Power Turbine Control this is disabled by setting the max-
imum allowed position (Max Alowd. Pos.) for the Power Turbine Control Valve
to zero.
If equipped with TC PTO this is disabled by setting the maximum allowed
power to zero.
2019-11-19 - en

Main Engine Interface to Power Management System (PMS)

In case that the WHR system will supply an essential part of the electrical
power supply, meaning that sudden loss of engine power would lead to a
black-out, then a handshake interface to the main engine is used. This inter-
face ensures exhaust power for the WHR system until the PMS system has
started an auxiliary engine, within a timeout period.
Auxilliaries
Description

In case the WHR system is non-essential for the power generation, meaning
that there is no risk of black-out when reducing engine power, then the “WHR
allowed” signal may be utilised by the PMS system.

6645-0260-0018 7 (48)
6645-0260-0018 MAN Energy Solutions

In both cases speed ramps adjusted suitable for WHR operation is enabled in
the entire working range of the WHR.

See description 5445-0300 or a separate manual for a more detailed descrip-

tion of the WHR system.
1.2.5.1 Nom. Max. Area
Nominal Maximum allowed area.
The total maximum bypass area allowed at the current engine load.
The value may be decreased by the scavenge air pressure “L” (Low) limiter.
See also “Total BP Area”.
1.2.5.2 Pscav
Scavenge Air Pressure.
The current measured scavenge air pressure is indicated in numbers and in a
bar graph. The “H” (High) arrow indicates the upper scavenge air pressure
limit; the “L” (Low) arrow indicates the lower limit. The upper limit is fixed, the
lower limit changes with the engine load. If the pressure reaches the limits, an
alarm will be raised.
1.2.5.3 Nom. Min. Area
Nominal Minimal allowed area.
The total minimum bypass area allowed at the current engine load.
This value may be increased by the scavenge air pressure “H” (High) limiter.
See also “Total BP Area”.
1.2.5.4 Dec. BP Limiters
Decrease Bypass Limiters.
In case of low Pscav, the maximum allowed bypass area is gradually de-
creased to increase Pscav.
1.2.5.5 Inc. BP Limiters
Increase Bypass Limiters.
In case of high Pscav, the minimum allowed bypass area is gradually in-
creased to decrease Pscav.
1.2.5.6 Max. Alowd. Pos.
Maximum allowed position for the Power Turbine Control Valve.
1.2.5.7 Max Alowd. Area
Maximum allowed flow area for the Power Turbine Control Valve.
2019-11-19 - en

1.2.5.8 Actual Position

Actual position of the Power Turbine Control Valve.
1.2.5.9 Actual Area
Actual flow area of the Power Turbine Control Valve.
Auxilliaries

1.2.5.10 Max. Area

Description

Max allowed area for exhaust gas bypass “EGB Set point” calculation.
See “EGB SetPoint”.

8 (48) 6645-0260-0018
 MAN Energy Solutions 6645-0260-0018

1.2.5.11 Min. Area

Minimum allowed area for exhaust gas bypass “EGB Set point” calculation.
See “EGB SetPoint”.
1.2.5.12 Incr. Exh. Energy
Increase Exhaust Energy.
The steam system (boiler or economizer) can request the “EGB SetPoint” cal-
culation to increase or decrease the exhaust gas bypass valve area set point
in order to optimize steam production.
See “EGB SetPoint”.
1.2.5.13 EGB SetPoint
Exhaust gas bypass valve set point calculation.
Depending on the input values from the steam system “Incr. Exh. Energy” and
the Max. and Min. allowed area the controller calculates a set point for the ex-
haust gas bypass valve.

If “Incr. Exh. Energy” signal is 100 % the “EGB Set point” = Max. Area.

If “Incr. Exh. Energy” signal is 0 % the “EGB Set point” = Min. Area.
1.2.5.14 Total BP Area
Total Combined Bypass area.
This is the total sum of the exhaust gas bypass "Set Point; Area" added to the
Power Turbine Control Valve “Actual Area”.

The “Total BP Area” is normally expected to be between the allowed limits of

the “Nom. Max. Area” and “Nom. Min. Area”.
1.2.5.15 EGB Values
This field displays the values of the exhaust gas bypass valve:
▪ Set Point
– Area
Flow area set point value for the exhaust gas bypass valve. This is the
output from the “EGB SetPoint” calculation.
– Position
Position set point (angle) value for the exhaust gas bypass valve. This
is the output from the “EGB SetPoint” calculation.
▪ Actual
Actual values for the exhaust gas bypass valve. Values are expressed in
2019-11-19 - en

position and flow area.

1.3 Second Fuel System

Second fuel system has five tabs described in the following.
Auxilliaries

1.3.1 Status tab

Description

This screen gives the operator a quick status overview of the dual fuel system.
It is not possible to make any input on the screen; this is made on other
screens, see the references below.

6645-0260-0018 9 (48)
6645-0260-0018 MAN Energy Solutions

Figure 1: Second Fuel System status screen

Components of the Screen

Each item on the screen will be described below:
1. Dual Fuel
This indicates the status of the dual fuel system. The table below gives a short
description of each state. See 6645-0250, sec. 1.1.7, for a more detailed de-
scription. This status is also displayed on the Dual Fuel button face found in
the following menu: Engine > Operation > Dual Fuel

Dual fuel states:

Not Ready The second fuel system is not ready and the engine may only run
on fuel oil.

Ready The engine is running on fuel oil, and the second fuel system is
ready to operate.

Starting The operator has requested dual fuel operation, and the second
fuel system is in the process of starting up. This may take several
minutes.

Running The engine is running on dual fuel. This is displayed after the dual
2019-11-19 - en

fuel startup sequence has completed successfully.

Standby The second fuel system is on standby, because the fuel index is be-
low the minimum required for dual fuel operation. This may also be
due to a standby request from the supply system or an operator,
see item [5].
Auxilliaries

Man. Stdby. Manual Standby. The operator has temporarily interrupted dual fuel
Description

operation.

Stopping The operator has selected to stop dual fuel operation.

10 (48) 6645-0260-0018
 MAN Energy Solutions 6645-0260-0018

2. SF Run Hours
The number of hours the engine has run on second fuel since dual fuel opera-
tion was started.

3. SF Run Hours Total

The total accumulated hours the engine has run on second fuel. This value is
for guidance only and cannot be reset on the MOP.

4. Dual Fuel Ready

A checklist of criteria that must be met before the dual fuel system can enter
the Ready state, i.e. able to start. However, the dual fuel system will not run if
a standby request is raised, see item [5].

The following symbols are used in the left column:

Criteria met

Criteria not met.

Description of each item in the checklist

FWE Not Reques- If the sub-telegraph state "Finished With Engine" has been re-
ted quested, then dual fuel operation is not possible.

Hydraulic Pressure If the pressure in the hydraulic system is not sufficient then dual
OK fuel operation is not possible.

Control Air Pressure If the pressure in the control air system is not sufficient then
Ok dual fuel operation is not possible.

Cylinder Monitoring If criteria on the Cylinder Monitoring screen are not OK then
Ok dual fuel operation is not possible.
See item 1.3.5 Cyl. Monitoring tab.

Individual Chief If the Chief fuel index is limited on an individual cylinder, then
Limiter At 110% On the condition is not fulfilled due to an imbalance in the engine. If
all Cylinders all cylinders are limited, Chief Max Speed or Chief Max Load
are active, then dual fuel operation is possible.
See extended description below. See also description
6645-0250 Chief Limiters.

Cylinders Not Cut If the Chief fuel index is set to "0" on an individual cylinder, then
2019-11-19 - en

Out the condition is not fulfilled due to an imbalance in the engine.

Slowdown If a slow-down is active then dual fuel operation is not possible.

Not Activated

Second Fuel Supply The status of the second fuel supply system is indicated here.
System Ready See item 1.3.2 Gas Pipes tab for more details.
Auxilliaries
Description

"Individual Chief Limiter At 110% On all Cylinders" (extended description):

6645-0260-0018 11 (48)
6645-0260-0018 MAN Energy Solutions

Figure 2: Cut-out view of the Chief Limiters screen

The chief index limit [%] for each cylinder must all be set to 110 %, see item
[B]; otherwise, the engine will be imbalanced and the condition will not be ful-
filled. However, if the "All button", see item [A], is used to limit the index of all
the cylinders, the condition is fulfilled and dual fuel operation is possible.

2019-11-19 - en
Auxilliaries
Description

12 (48) 6645-0260-0018
 MAN Energy Solutions 6645-0260-0018

5. Dual Fuel Standby

A list of reasons why the dual fuel system is on standby. The left column is
blank when the engine is running on dual fuel. However, if a request or any
condition causes the dual fuel system to go on standby, a yellow exclamation
mark will appear in the left column to help the operator identify the cause.

Description of each item in the checklist

Index Too Low If the fuel index is below the minimum (engine dependent) re-
quired for dual fuel running, then a yellow exclamation mark in-
dicates this. If the Dual Fuel state is Running, it will switch to
Stand-by. See description 6645-0250 Dual Fuel for more in-
formation.

Second Fuel Supply If the second fuel supply system cannot deliver fuel, it can
System Standby make a Standby request. This is indicated by a yellow exclama-
Request tion mark.

Manual Standby If manual standby has been selected on the Engine > Opera-
Request tion screen, then a yellow exclamation mark indicates this.

6. SF Index Limiter Status

A list of reasons why the second fuel index limiter is active and fuel oil is used
to partially replace the requested amount of second fuel. The left column is
blank during normal dual fuel operation. However, if the second fuel index lim-
iter is activated, a yellow exclamation mark will indicate the reason for this.

Description of each item in the checklist

SF Changeover A yellow exclamation mark indicates that the amount of second

Active fuel is being limited either during changeover from fuel oil to
dual fuel or vice-versa.

SF LCV Too Low A yellow exclamation mark indicates that the second fuel lower
calorific value is too low. In this case, the ECS will limit the
amount of second fuel to a specified amount.

SF Load Limiter A yellow exclamation mark indicates that the second fuel sup-
ply system cannot meet the requested second fuel demand.

SF Supply Pressure A yellow exclamation mark indicates that the second fuel pres-
Low sure is lower than expected. This occurrence is most common
during acceleration.
2019-11-19 - en

Auxilliaries
Description

6645-0260-0018 13 (48)
6645-0260-0018 MAN Energy Solutions

1.3.2 Gas Pipes

Overview
The Gas Pipes tab gives an overview of the fuel gas system leading to the in-
jector. It is divided into the following subsystems, where the operator can read
the state of each control valve:
▪ Gas Supply System
▪ Inert Gas System
▪ Gas Return System
▪ Gas Cylinder Block System
During gas startup, running, and stop, the system moves through various
states. The operator may gain insight into which state the system is in by
reading the Plant State information on the screen.
A toolbar is provided to enable the operator to perform manual testing and
purging of the system.
1.3.2.1 Components of the Gas Pipes Tab

Figure 1: The screen gives an overview of the gas system.

2019-11-19 - en

Figure 2: the toolbar is accessed by clicking the "Manual assembly test &
Auxilliaries

purge" button in Figure 1.

Description

14 (48) 6645-0260-0018
 MAN Energy Solutions 6645-0260-0018

Figure 3: On some engines, an optional Gas Return System is installed for re-
covering excess fuel.

Figure 4: The series of valves bounded by the red dash lines are referred to as
the GVT (Gas Valve Train). The pipeline indicated by the yellow dash lines is
the GVT vent.

Each numbered component in the figures above will be described below:

2019-11-19 - en

1. Plant State
This field displays the current state of the fuel gas system. The different states
that can appear are listed below and give an indication of what the system is
performing. As the fuel gas system steps through these states, some will dis-
play only briefly.
Auxilliaries
Description

6645-0260-0018 15 (48)
6645-0260-0018 MAN Energy Solutions

States Description

Pressure Loss Test A section of the system has been pressurized with inert gas
and isolated. A leak test is being performed.

Not Ready The system is currently not ready or cannot run on fuel gas
now. It may be waiting for a subsystem to be ready, e.g., the
Supply System is not ready.

Ready All requirements are met for starting on gas. The system is
ready and waiting for a command, e.g., to start dual fuel opera-
tion.

Pressurize Test The system is pressurizing a section of the gas system with in-
ert gas to get it ready for leak testing.

Not Ready Purged The system has been purged recently (typically within the last
30 minutes) with inert gas but is not ready to start fuel gas op-
eration. It may be waiting for a precondition to be met.

Ready Purged The system has been purged recently (typically within the last
30 minutes) and is ready to start dual fuel operation. No further
purging is necessary.

Prepare GSS A request has been sent to the Gas Supply System to prepare
for dual fuel operation.

Start GSS A command has been sent to the Gas Supply System to start
supplying fuel gas. This will result in a pressure build-up in the
fuel gas lines.

Pressurize GVT The system is pressurizing the Gas Valve Train with fuel gas in
preparation for leak testing.

GVT Test Leak testing is being performed on the fuel gas system.

Start Seal Oil The seal oil system is being started.

Gas On Engine Main supply valves have been opened and fuel gas has
reached each cylinder gas block. Fuel gas injection is awaiting
start.

Gas Running The engine is running on dual fuel.

Gas Standby Fuel gas injection has been temporarily interrupted. E.g., oper-
ating the engine in the low load range will interrupt dual fuel op-
eration. In another case, the operator may have selected to set
dual fuel operation on manual standby.

Restart GSS After being set on standby, a new command has been sent to
2019-11-19 - en

the Gas Supply System to start supplying fuel gas.

Gas Stop The ECS or operator has requested to cancel dual fuel opera-
tion. Fuel gas pressure will briefly be relieved through the blow
off valve in the gas block.

Gas Stopped The system enters this state after leaving the "Gas Stop" state
Auxilliaries

mentioned above. The blow off valve in the gas block is closed
Description

after having relieved gas pressure in the previous state.

Prep Return Sys This state only exists on systems with a Gas Return System. It
checks if the return system is ready to receive blow off gas.

16 (48) 6645-0260-0018
 MAN Energy Solutions 6645-0260-0018

Gas Return This state only exists on engines with a Gas Return System.
Excess gas is returned to tank via the Purge valve in the gas
block, and the Return valve in the Gas Return System.

Plant Blow Off Fuel gas is blown off through the silencer.

Purge Accumulator Inert gas is blown through the accumulator in the gas block.

Purge Window Inert gas is blown through the window valve. The gas block
Valve purge valve is closed to increase flow through the window
valve.

Standby Purge The fuel gas system is on standby. The GVT vent is being
purged with Inert gas, see Figure 5. This function is only avail-
able on systems where the Supply valve (item 5) can be inde-
pendently controlled from the Bleed and Block valve (item 6 &
7, respectively).

Figure 5: During Standby Purge, inert gas is used to purge through a section
of the GVT vent.

2. Safety Main State

Indicates if the fuel gas system is operating normally or a malfunction has
caused a shutdown.

States Description

Normal The fuel gas system is operating normally

Shut Down A safety critical condition has arisen and necessitated an emer-
gency shutdown.

3. Manual assembly test & purge button

Clicking this button will access the toolbar shown in Figure 2. Here the oper-
ator can manually test the system for gas leaks or purge the system with inert
gas. A description of the toolbar buttons are described in a separate section
below.
2019-11-19 - en

4. Inert Gas System

Supply pressure
Auxilliaries

5. Inert Gas Supply Control Valve

Description

States: Closed, Opened, and Moving,

6. Inert Gas Supply Bleed Valve

States: Closed, Opened, and Moving,

6645-0260-0018 17 (48)
6645-0260-0018 MAN Energy Solutions

7. Inert Gas Supply Block Valve

States: Closed, Opened, and Moving,

8. Fuel Gas Pressure Set Point

Supply pressure ordered by the control system.

9. Fuel Gas Supply Pressure

Actual fuel gas supply pressure

10. Fuel Gas Main Bleed Valve

States: Closed, Opened, and Moving,

11. Fuel Gas Inlet Pressure

Inlet pressure to each gas block.

12. Fuel Gas Train Pressure

13. Fuel Gas Supply System Status

Status information is provided here and described below:

States Description

Ready The supply system is ready to supply fuel gas and waiting for a
command to start.

Not Ready The supply system is not ready to start. A specific condition in
the supply system is waiting to be reached, completed, or
there may be an error.

Running The supply system is in operation and supplying fuel gas.

Stdb. Req The supply system has made a standby request. This may be
due to problems with the fuel delivery or some other issue.

14. Fuel Gas Main Safety Valve

States: Closed, Opened, and Moving

15. Fuel Gas Main Plant Valve

2019-11-19 - en

States: Closed, Opened, and Moving

16. Fuel Gas Flow Restriction Valve

States: Closed and Opened
Auxilliaries

17. Fuel Gas Purge Valve

Description

States: Closed and Opened

In Chief operating mode, a button will appear when the operator is performing
a manual assembly test and purge; this will enable the operator to manually
operate the valve and isolate parts of the gas system.

18 (48) 6645-0260-0018
 MAN Energy Solutions 6645-0260-0018

18. Fuel Gas Resume Valve

The purpose of this valve is to reduce the pressure across the window valve
to enable it to start. This is done by momentarily opening and closing the
valve. States: Closed and Opened

19. Fuel Gas Blow Off Valve

States: Closed and Opened
In Chief operating mode, a button will appear when the operator is performing
a manual assembly test and purge; this will enable the operator to manually
operate the valve and isolate parts of the gas system.

20. Window Valve (ELWI)

States: Closed, Opened, and N/A
Due to the valve's rapid open and close succession when the engine is run-
ning on gas, the instantaneous state of the valve will not be shown. Instead,
the text "N/A" will be displayed in this field.

21. To gas injection valve

22. Details button

Pressing this button will display the signal ID of each sensor and valve.

23. HC (LEL) Sensor

Two redundant hydrocarbon sensors are used to detect the level of fuel gas
discharged into the silencer. This is expressed in % LEL (Lower Explosion
Limit.). The system monitors this indicator to determine the extent of com-
bustible fuel remaining in the system during the purge sequence. When
manual purging, the operator may use this indicator for verifying that any re-
maining combustible has been cleared from the system.

24. Fuel Gas Filter Pressure

Differential filter pressure. Used as an indication for when the filter must be re-
placed or cleaned.

25. Fuel Gas Return Pipe Test Valve

States: Closed, Opened, and Moving
This valve remains open during gas operation. It is only used when running
2019-11-19 - en

tests to check for pipe leakage, e.g. during assembly test.

26. Silencer
A noise reduction system for absorbing or suppressing noise when venting
high-pressure gas, such as during blow off and purging.
Auxilliaries
Description

27. Fuel Gas Temperature

28. Gas Return Safety valve

6645-0260-0018 19 (48)
6645-0260-0018 MAN Energy Solutions

29. Gas Return Plant valve

30. Gas Return Tank Valve

31. Return Tank

1.3.2.2 Dual Fuel Operation

Dual fuel operation is initiated by clicking the Start button on the Dual Fuel
toolbar of the Engine->Operation menu. After clicking this button, the system
steps through various plant states before actual gas injection takes place.
These states involve purging and leak testing the system. The operator can
follow what state the system is in by reading the Plant State field described in
the previous section.
Gas Start-up Sequence
The following is a general description of the steps involved in getting the sys-
tem ready for dual fuel operation. First, the system is leak tested with inert
gas. Second, the GVT is sequentially leak tested with fuel gas. These two
tests are described below:
1. Assembly test
The purpose of this test is to check for leaks using inert gas. The system is
first pressurized, and then tested if it can maintain the pressure. These steps
are described below:

a) Pressurize
The Test valve (item 25, Figure 6) is closed. Then, inert gas is introduced into
the gas pipeline and channels by opening the main Supply and Block valves
(item 5 & 7).

2019-11-19 - en
Auxilliaries
Description

20 (48) 6645-0260-0018
 MAN Energy Solutions 6645-0260-0018

Figure 6: Start of assembly test. Inert gas is introduced into the pipeline and
channels for leak testing.

The pressure in the gas pipeline rises (item 11) until it reaches the tank pres-
sure (item 4).

b) Test
The Supply and Block valves (item 5 & 7, Figure 7) are closed, trapping a
volume of pressurized inert gas in the pipeline and channels. The control sys-
tem monitors the Inlet pressure (item 11). If the pressure falls, there is a leak in
the system and dual fuel operation will not be allowed. If the pressure is main-
tained, there is no leak and the test succeeds.
2019-11-19 - en

Auxilliaries
Description

6645-0260-0018 21 (48)
6645-0260-0018 MAN Energy Solutions

Figure 7: The gas pipeline and channels are isolated for leak testing

Note: If the engine has recently run on dual fuel, e.g. 30 min., then the start-
up sequence will skip the assembly test and purge sequence.

c) Purge
The gas pipeline and channels are purged with inert gas to remove any resid-
ual combustible gas remaining in the system. This involves purging through
the accumulator and window valve. Purging starts by opening the Test valve
(item 25, Figure 8), Supply and Block valves (item 5 & 7) to let inert gas flow
through the system. The gas block is alternately purged through the Purge
(item 17) and Blow valves (item 19).

2019-11-19 - en
Auxilliaries
Description

22 (48) 6645-0260-0018
 MAN Energy Solutions 6645-0260-0018

Figure 8: Blow off and purge

2. Gas Train Test

The gas train is pressurized sequentially with fuel gas to check for leaks. First,
the control system requests the gas Supply System to get ready. Second, the
main Safety, Plant, and Bleed valves (items 14, 15, and 10, respectively in Fig-
ure 9) are closed, thus trapping air under atmospheric pressure in the pipeline
between these valves. Then the three valves are tested for leaks as follows:

a) Safety valve leak test

High-pressure fuel gas (red line) is introduced to the inlet of the Safety valve,
see Figure 9
2019-11-19 - en

Auxilliaries
Description

6645-0260-0018 23 (48)
6645-0260-0018 MAN Energy Solutions

Figure 9: Leak testing the Safety valve

The Train pressure (item 12) is monitored. If the pressure increases, there is a
leak in the Safety valve. In this case, dual fuel operation will not be allowed. If
the Train pressure remains constant, the test succeeds. Next, the Bleed and
Plant valves are tested for leaks.

b) Bleed and Plant valve leak test

The Bleed and Plant valves (item 10 & 15, Figure 10) are tested by briefly
opening and closing the Safety valve (item 14). This introduces and traps
high-pressure gas in the pipes connecting these three valves.

2019-11-19 - en
Auxilliaries
Description

Figure 10: Leak testing the Bleed and Plant valves

24 (48) 6645-0260-0018
 MAN Energy Solutions 6645-0260-0018

The Train pressure (item 12) is monitored again. If the pressure falls, there is a
leak through either the Bleed or Plant valve. In this case, dual fuel operation
will not be allowed. If the Train pressure is maintained, the test succeeds. In
the next step, gas is introduced into the Gas Block.

3. Gas On Engine
The seal oil system is started. The Purge and Blow valves (item 17 & 19, Fig-
ure 11) are closed, while the Safety and Plant valves (item 14 & 15) are
opened to introduce gas to each gas block on the engine.

Figure 11: Gas has reached the gas block and the engine is ready to start
running on dual fuel.

Gas Running
When all safety checks return clear for running on gas, the window valve and
gas injection valve will start to operate and inject fuel gas into the combustion
chamber. The engine is now running on dual fuel as demonstrated in Figure
12.
2019-11-19 - en

Auxilliaries
Description

6645-0260-0018 25 (48)
6645-0260-0018 MAN Energy Solutions

Figure 12: The engine is running on gas.

Gas Stop Sequence

Dual fuel operation is stopped by clicking the Stop button in the Dual Fuel
toolbar of the Engine->Operation menu. The system will respond by ramping
down the fuel gas injected, cutting off the fuel gas supply, recovering excess
gas (recovery tank option), blow off gas to relieve pressure, and purge the
system of remaining combustible gas, thus leaving it in a safe state.
Note: Gas Stop is different from Gas Shutdown. In a Gas Shutdown event,
gas injection is immediately stopped (no ramping down).
The following is a description of the steps involved in a Gas Stop:

1. Gas Ramp-down
The fuel gas/oil ratio injected into the combustion chamber is gradually de-
creased until the engine runs purely on fuel oil, while still maintaining the same
index.

2. Cut Off Supply

The fuel gas Safety and Plant valves (item 14 & 15, Figure 13) are closed to
2019-11-19 - en

stop gas flow from the Supply System, while the Bleed valve (item 10) is
opened to relieve gas pressure through the silencer.
Auxilliaries
Description

26 (48) 6645-0260-0018
 MAN Energy Solutions 6645-0260-0018

Figure 13: Gas train pressure relief

3. Recover Gas (Gas Return System option)

On engines with an optional gas return system, the Return, Purge, and Blow
valves (item 30, 17, and 19, respectively) are opened so high pressure gas in
the valve train and channels are redirected to a tank for recovery, see Figure
14.

Figure 14: Remaining gas is recovered before blow-off

4. Blow-off gas
2019-11-19 - en

Fuel gas is blown off through the silencer by opening the Test, Purge, and
Blow valves (item 25 17, and 19, repectively) in Figure 15 and similarly in Fig-
ure 16
Auxilliaries
Description

6645-0260-0018 27 (48)
6645-0260-0018 MAN Energy Solutions

Figure 15: Gas blow off

Figure 16: Gas blow off on systems with a Gas Return Tank

5. Purge system
The gas pipeline and channels are purged with inert gas to remove any resid-
ual combustible gas remaining in the system, see Figure 8.

1.3.2.3 Standby and Emergency Shutdown

2019-11-19 - en

There are two methods by which dual fuel operation may be interrupted:
1. Gas Standby
This is an operating mode where dual fuel operation is temporarily put on
standby. In this mode, the engine will operate on fuel oil only.
Auxilliaries

The engine will switch to gas standby under the following conditions:
Description

a) Manually switching to gas standby.

The operator may select to place dual fuel operation on standby by clicking
the Manual Standby button in the Engine->Operation menu

b) Operating below the dual fuel range

28 (48) 6645-0260-0018
 MAN Energy Solutions 6645-0260-0018

If the engine load is below the minimum range allowed for dual fuel operation,
the system will automatically switch to operate on fuel oil only. Dual fuel oper-
ation will resume when the engine load returns to the allowed range.
Remaining on gas standby is only allowed for a limited time span. Within this
time span, dual fuel operation may be restarted. If the time limit is exceeded,
the ECS will stop gas operation, blow off and purge the system

2. Gas Shutdown
If an alarm, safety, or emergency situation arises, the control system will shut-
down dual fuel operation immediately. The operator may also decide to manu-
ally shutdown dual fuel operation via the Emergency Shutdown button. This is
a physical button and not a feature in the MOP. When shutdown occurs, gas
injection is immediately stopped, the main Safety and Plant valves are closed
to stop gas flow from the Supply System. The gas recovery system is by-
passed and any remaining fuel gas in the pipeline and gas blocks are blown
off directly through the silencer followed by purging.

1.3.2.4 Manual Testing

The toolbar in Figure 17 contains buttons that enables the operator to perform
manual tests on the system. E.g., the functions provided by the "Assembly
test and Purge" buttons may be used to ensure that there is no remaining
combustible gas before disassembling parts of the system. The functions
provided by the "Manual assembly test with inert gas" buttons may be used
for checking the integrity of the system after a component has been repaired
or replaced.
The toolbar is accessed by clicking the Manual assembly test & purge button
in Figure 1. Access to these button functions are only available when the en-
gine is not running on gas. Each button will be described below.

Figure 17: Toolbar for testing and purging with inert gas.

Assembly test and Purge

These buttons are used to order an automatic assembly test and purge.

Click this button to start an automatic assembly test and purge se-
quence. First, the test valve is closed and the system is pressurized
with inert gas. Then, the test valve is opened to blow off the pres-
2019-11-19 - en

surized gas and purge the system. The operator may monitor the
HC sensor indicator (item 23, Figure 1) in conjunction with this test
to verify that no remaining combustible gas is in the system.

After the operator has clicked the Purge button, an automatic as-
sembly test and purge sequence can be terminated by clicking the
Auxilliaries

Break button. The test valve will open to relieve pressure in the sys-
tem.
Description

6645-0260-0018 29 (48)
6645-0260-0018 MAN Energy Solutions

Manual assembly test with inert gas

These buttons are used for manually performing an assembly test. The user
initiates each step, thus giving him full control of the time and duration of each
step. These functions can also be used to check the pipeline for leaks at a
higher pressure other than that available from the Inert Gas System (item 4).
This is done by attaching an external supply of high-pressure inert gas to a
tap on the pipeline.

Clicking this button will close the Test valve (item 25, Figure 1) and
open the Purge and Blow valves (item 17 & 19, respectively). Inert
gas from the supply system (item 4) is introduced until the pressure
in the pipeline reaches the supply pressure (10 bar). This can be
observed by monitoring the Inlet pressure value (item 11). Note: In
some software versions, a parameter may control if the Purge and
Blow valve is opened.

Clicking this button will close the inert gas Supply and Block valves
(item 5 & 7), trapping a volume of gas in the pipeline. The system
will remain in this state until the operator initiates a new command.
At this stage, the user may monitor the Inlet pressure value (item
11) to check if the system is able to maintain the pressure.

Clicking this button will depressurize the system. The Test valve
(item 25) will open and release pressurized gas through the silencer.

1.3.3 Outer Pipes tab

This tab contains an overview of the outer pipe ventilation system with dual
fans. It is part of the safety system and used for detecting leakage in the fuel
gas pipes. The system consists of an outer pipe surrounding the fuel gas
lines. Dry air is supplied at one end of the outer pipe system and sucked
through the system by extractor fans installed at the other end. If any gas leak
occurs in the inner pipe system, it will be mixed with air and carried through
the outer pipes. Sensors installed in the outer pipe near the extractor fans will
detect for presence of hydrocarbons. If hydrocarbons are detected, an alarm
will be raised, resulting in a possible gas shutdown.

2019-11-19 - en
Auxilliaries
Description

30 (48) 6645-0260-0018
 MAN Energy Solutions 6645-0260-0018

Figure 1: Outer pipe gas monitoring system

1. Vent Mode (Chief level)

Operating mode of the outer pipe ventilation system. To change the mode,
click the button to open the toolbar:

Figure 2: Toolbar for switching ventilator mode

Vent Modes Description

Use this mode for normal operation. The system will automatically
run the master extractor fan (item [1]) and control the Dry Air Valve
(item [9]) during DF operation, purge, and assembly test.

The operator can manually start or stop the extractor fans by press-
ing either Vent buttons, see item [2]. This mode is mainly used for
testing. Running in this mode is not considered normal operation;
2019-11-19 - en

therefore, switching to this mode will raise an alarm.

2. Vent fan
Extractor fan for drawing dry air through the outer pipe system. One extractor
fan is standard, while a second is optional as shown in Figure 1. On systems
Auxilliaries

with two extractor fans, one will serve as "Master", and the other as standby.
Description

The Vent button has two fields, Figure 2:

6645-0260-0018 31 (48)
6645-0260-0018 MAN Energy Solutions

Figure 3: Vent button fields.

The operating status field indicates the current state of the fan: "Running or
"Stopped".
Depending on the Vent Mode (item [1]), the fan may be automatically con-
trolled or manually operated as follows:

If Vent Mode set to "Auto"

The system will control the fan according to the selected "Operating
mode" (Figure 3)

Operating mode Description

The fan will automatically run during DF operation, purge and

assembly test.

The fan is on standby. If the Master extractor fan fails, the

standby fan will start up.

The operator may select which extractor fan will serve as Master by pressing
either Vent button to open the toolbar, see Figure 4:

Figure 4: Toolbar for selecting fan mode or manual control.

This function may be useful if the operator wishes to balance the wear on
each fan. When selecting the other fan to be Master, both fans will run during
the short transition.

If Vent Mode set to "Manual"

The operator manually controls the extractor fan. To do this, press either Vent
button to open the toolbar shown in Figure 4. Manually operate the fan by
pressing the Start or Stop buttons.
Note: If both extractor fans are stopped, DF operation will stop and the inner
pipes will be purged.
2019-11-19 - en

3. HC (LEL)
The safety system monitors for leakage, if any, of second fuel into the outer
pipe. This is done by using two redundant hydrocarbon sensors that detect
for hazardous levels of combustible gas in the outer pipes. This is expressed
Auxilliaries

in % LEL, or Lower Explosion Limit, and indicated in the two fields displayed.
The safety system raises alarms at two levels between 0-100% LEL. At the
Description

lower level, only an alarm is raised, while on the second level an alarm and
gas shut-down occurs.

32 (48) 6645-0260-0018
 MAN Energy Solutions 6645-0260-0018

When the Details button is not pressed, only the sensor with the highest value
is displayed.

4. Interlock valve
This valve is interlocked with the inert gas pressure in the inner pipe to
enforce fail-safe pressure testing of the outer pipe system. It ensures that re-
verse pressurization between the outer and inner pipes never occurs, which
otherwise could damage seals.

5. Manual shut-off valve

Used for isolating a section of the outer pipeline when pressure testing.

6. Inlet line for pressure testing outer pipe

7. Fuel gas inlet.

8. Dry Air Flow

Measures the presence or absence of airflow through the outer pipe. If the
sensor does not register any airflow, DF operation will stop and the inner
pipes will be purged.

9. Dry Air Valve (Chief level)

Main air supply valve for ventilating the outer pipe system. The valve is auto-
matically controlled when the Vent Mode is Auto (item [1]). When the Vent
Mode is Manual, the operator may press the Dry Air Valve button to manually
open and close the valve.

10. Silencer

11. Dry Air supply

Generates clean, dry air for ventilating the outer pipe system.

12. Vent overflow

13. Flow Monitor

2019-11-19 - en

Measures the presence or absence of airflow through the outer pipe. There
are two redundant sensors:

Sensor Description

Plant Used by the engine control system. The signal is monitored by the
SPCU
Auxilliaries

Safety Used by the safety monitoring system. The signal is monitored by

Description

the SPSU

If the flow sensors do not register any airflow, DF operation will stop and the
inner pipes will be purged.

6645-0260-0018 33 (48)
6645-0260-0018 MAN Energy Solutions

14. Manual shut-off valve

Used for isolating a section of the outer pipeline when pressure testing.

15. Details button

Pressing the button will display the signal IDs of each sensor and any
additional redundant sensors.

1.3.4 Seal Oil

The Seal Oil tab contains an overview of the sealing oil system for the window
and injector valves. In normal operation, the seal oil pump should be set to run
in Auto mode. Manual mode is only used when performing tests.

Components of the Seal Oil screen

Figure 1: Seal Oil screen

Each item marked in Figure 1 will be described below:

2019-11-19 - en

1. Seal Oil Pump Mode Button

Clicking this button will open the toolbar and allow the operator to change the
running mode of the Seal Oil Pump:
Auxilliaries
Description

Figure 2: Toolbar for switching the seal oil pump mode

The following two modes of operation are available:

34 (48) 6645-0260-0018
 MAN Energy Solutions 6645-0260-0018

Mode Description

Automatic Always use this mode for normal operation. In this mode, the
dual fuel system will automatically start and stop the Seal Oil
Pump. E.g., the pump will start and remain on when the engine
is running on dual fuel. When the engine switches to run on fuel
oil only, the pump will stop.

Manual Only use this mode for running tests, such as the end cover
test. In this mode, the user can manually start and stop the
Seal Oil Pump, see item [2]. Switching to this mode is only al-
lowed when the engine is not running on dual fuel. During dual
fuel operation, this button is disabled as shown in Figure 2.

2. Seal Oil Pump

Unit responsible for circulating the seal oil under pressure. When the Seal Oil
Pump Mode is "Manual", clicking the Seal Oil Pump button will open the tool-
bar, where the user can start or stop the pump, see Figure 3.

Figure 3: Toolbar for starting and stopping the seal oil pump.

When the Seal Oil Pump Mode is "Auto", the toolbar buttons are disabled, be-
cause manual control of the Seal Oil Pump is not allowed.

The pump state is displayed on the button field:

The pump is running and providing seal oil pressure. Depending on the
Seal Oil Pump Mode, this would indicate the following:
Auto mode: the engine is running on dual fuel. The system has started
the pump because seal oil pressure is required.
Manual mode: the operator has started the pump

The pump is stopped. Depending on the Seal Oil Pump Mode, this
would indicate the following:
Auto mode: the engine is running on fuel oil only. The system has
stopped the pump because seal oil pressure is not required.
Manual mode: the operator has stopped the pump

3. Pressure Relief Valve

2019-11-19 - en

Safety valve used to limit the maximum pressure in the seal oil system.

4. Auto Set Point

Seal oil set point pressure calculated by the control system. It is equal to the
second fuel pressure plus an offset.
Auxilliaries
Description

5. Manual Set Point

This function is available when the Seal Oil Pump Mode is either in Manual or
Auto mode. In Manual mode, the operator may manually adjust the set point
pressure of the Seal Oil Pump. In Auto mode, the operator may only adjust
the pump set point pressure above the Auto Set Point (item [4]) pressure, be-

6645-0260-0018 35 (48)
6645-0260-0018 MAN Energy Solutions

low which will have no effect.

To adjust the Manual Set Point pressure, click the button to display the tool-
bar, see Figure 4.

Figure 4: Toolbar for manually adjusting the pump set point pressure.

Click the Manual button in the toolbar and enter the new Manual Set Point
pressure, followed by Save. This will slowly ramp the Current Set Point pres-
sure to the new value.
To cancel the Manual Set Point pressure, click the Auto button in the toolbar.
This will be indicated by "Off" in the button field, item [5].

6. Decision node
The node compares the Auto Set Point with the Manual Set Point value. The
highest value will be selected and used as the Current Set Point. The purpose
of this function is to prevent, for safety reasons, the Current Set Point from
falling below the Auto Set Point.

7. Current Set Point

The set point pressure of the Seal Oil Pump. This value may never be lower
than the Auto Set Point pressure.

8. Seal Oil Pressure

There are two redundant sensors used for measuring the seal oil pressure.
Each sensor serves a different purpose:

Sensor Description

Plant Used by the engine control system. If the pressure is too low,
the system will initiate a controlled shutdown.

Safety Used by the safety monitoring system. If the pressure is below

a critical threshold, the safety system will perform a swift shut-
down.

9. Filter
2019-11-19 - en

10. Details
Clicking this button will display the ID numbers of the pressure sensors.
Auxilliaries

11. Low pressure oil line (blue)

Description

12. High pressure oil line (red)

36 (48) 6645-0260-0018
 MAN Energy Solutions 6645-0260-0018

1.3.5 Cyl. Monitoring tab

The cylinder monitoring tab contains an overview of the feedback and pres-
sure sensors connected to the second fuel system on each cylinder unit.

Errors are indicated by an "!"

Any error will shutdown gas running.

Description of the listed items:

Cylinder Monitoring OK: OK signal from the DASU monitoring unit. One DASU
covers four cylinder units.

Compression Pressure: Compression pressure within range.

Max Cylinder Pressure: Max cylinder pressure within range.

ELBI OK Signal: Indicates a correct position signal from the ELBI feedback
sensor.

Expansion Pressure: Expansion pressure within range.

Pcyl dP/dT: An alarm is raised if the pressure in the cylinder rises too soon.
This is also referred to as "knocking".

ELBI Feedback Delay OK: The delay from a command signal is sent to the
ELBI, until command execution is confirmed, is within normal range.

1.4 Cylinder Lubrication (see drawing 6655-0185)

2019-11-19 - en

The cylinder lubrication control tab provides the operational monitoring and
control of the ME cylinder lubrication plant which lubricates the cylinders.

At Operator level only the Prelube can be activated and the rest monitored.
Auxilliaries
Description

At Chief level all inputs can be adjusted as needed.

6645-0260-0018 37 (48)
6645-0260-0018 MAN Energy Solutions

The latest Service Letter from MAN Energy Solutions should be consul-
ted with regards to feedrate and brake point adjustments and settings.

1.4.1 Total Low BN oil

The Total display shows the total ordered amount of low BN lubricating oil
used since last power up of the ECU involved.

Pressing this display opens a toolbar with the option to reset the total amount
of lubricating oil.

Both of the values Flow and Total are based on the ordered numbers of lub-
rication strokes and the displaced amount per stroke.

1.4.2 Total High BN oil

Same as above for high BN oil

The Total display shows the total ordered amount of high BN lubricating oil
used since last power up of the ECU involved.

Pressing this display opens a toolbar with the option to reset the total amount
of lubricating oil.

Both of the values Flow and Total are based on the ordered numbers of lub-
rication strokes and the displaced amount per stroke.

1.4.3 Index Calibration

The purpose of fuel index calibration is to ensure that the estimated engine
load within the ECS is correct.
'The Estimated Engine Load (item 2, Figure 1) is an important input variable
used by the control system to calculate the engine set point parameters.
Therefore, to ensure that the engine operates efficiently and in accordance
2019-11-19 - en

with design specifications, it is important that the estimated engine load is ac-
curate. This accuracy is improved by calibrating the fuel oil and second fuel in-
dex. There are two methods used for calibrating the fuel index:
1. Automatic calibration (normal operation)
2. Manual calibration
Auxilliaries

Each of these calibration methods are depicted in the Auto and Manual tab,
Description

respectively.

38 (48) 6645-0260-0018
 MAN Energy Solutions 6645-0260-0018

1.4.3.1 Auto tab

This tab demonstrates the automatic calibration method. When the index cal-
ibration mode is set to "Auto", this method will be used to calibrate the fuel oil
and second fuel index. Use this mode for normal engine operation. Calibration
values for the fuel index are calculated in real time using input from the online
PMI system, the set point compression pressure, and the second fuel pres-
sure and temperature. Therefore, the fuel index is continually corrected so that
the estimated engine load is true to the water brake standard used during
shop test.
Under certain conditions, such as when PMI values are not available, the sys-
tem will temporarily switch to the manual calibration method demonstrated in
the Manual tab. When conditions normalize again, the system will return and
use the automatic calibration method.

Components of the Auto tab menu

Figure 1: Automatic calibration

Each item on the screen will be described below:

1. Index Calibration
This button determines which calibration method is used. The button face in-
2019-11-19 - en

dicates the current calibration mode. In Chief access level, clicking this button
will open a toolbar where the calibration mode can be changed. There are two
modes available:
Auxilliaries
Description

6645-0260-0018 39 (48)
6645-0260-0018 MAN Energy Solutions

Mode Description

Automatic Both the fuel oil and second fuel index are automatically calib-
rated. This mode is used for normal operation. In this mode,
online data from the PMI system is used in calculating the index
calibration. When certain conditions are not met, the system
will temporarily switch to manual calibration (Manual tab). These
conditions are listed in item [13] and explained below. As soon
as these conditions are met again, the system will switch back
to Automatic calibration.

Manual The fuel oil index is manually calibrated using the method dis-
played in the adjacent Manual tab menu. If the engine is run-
ning on dual fuel, the Second Fuel Calculated Correction (item
[7]) will be used directly for calibrating the second fuel index.
Running in Manual mode is not considered normal operation
and will raise an alarm to alert the operator.

The Index Calibration button is also found, for convenience, in the adjacent
Manual tab. Both are identical.

2. Estimated Engine Load

The internal estimated engine load in % of MCR. The main purpose of fuel oil
and second fuel index calibration is to improve the accuracy of this value.

3. Compression Pressure Set Point

Target mean compression pressure, which the ECS attempts to maintain.

4. Second Fuel Pressure (dual fuel engines)

Measured second fuel pressure

5. Second Fuel Temperature (°C) (dual fuel engines)

Measured second fuel temperature

6. Calculation block
This block performs the mathematical calculations on the three input values
passed to it to produce a partial correction value for the second fuel index.

7. Second Fuel Calculated Correction (dual fuel engines)

Partial correction value derived from the second fuel temperature and pres-
2019-11-19 - en

sure measurements, and the control system set point pressure.

8. Second Fuel Online FQA (dual fuel engines)

Partial correction value based on combustion pressure measurements
received online from the PMI system.
Auxilliaries
Description

9. Summing point
The contribution from each partial correction source are summed to
produce the final correction value.

40 (48) 6645-0260-0018
 MAN Energy Solutions 6645-0260-0018

10. Actual Second Fuel Index Calibration (dual fuel engines)

The actual value used by the ECS to calibrate the second fuel index. The user
cannot alter this value.

11. Fuel Oil Online FQA

Adjustment value based on data from the online PMI system.

12. Actual Fuel Oil Index Calibration

The actual value used by the ECS to calibrate the fuel oil index. If the PMI
Status is Online, the value is taken from the Fuel Oil Online FQA field, as
indicated by the arrow. If the PMI Status goes Offline, the value is taken from
the Manual Fuel Oil Index Calibration field in the Manual tab (see, item [6], Fig-
ure 2) after a short time delay. The purpose of this time delay is to avoid unne-
cessary calibration if the PMI Status switches back to Online within a short
time frame.

13. PMI Status

The PMI Status field, left column, indicates which calibration method is
currently being used. The right column gives a list of criteria that must be ful-
filled before Automatic calibration can be used.

Automatic index calibration is currently used (Auto

tab). All three conditions must be fulfilled before
the PMI Status will be Online.

Manual index calibration is currently used (Manual

tab). The PMI Status is Offline because at least
one of the three conditions is not fulfilled (yellow or
red icon).

Each of the above conditions are described in the table below:

Conditions Description

Index calibration If the Index Calibration mode is set to Auto (item [1]), the condi-
auto tion is fulfilled. However, if "Manual" mode is selected, the con-
dition is not fulfilled.

Sufficient index A minimum amount of fuel index is required before this condi-
tion is fulfilled. Therefore, in low load operation, the condition
will not be fulfilled and the input values entered in the Manual
tab will be used for calibrating the fuel index.
2019-11-19 - en

Sensor values This condition is fulfilled only if sensor values from the PMI sys-
tem are valid. E.g., if the network connection to the PMI system
is lost, this condition is not fulfilled.

14. Details button (dual fuel engines)

Auxilliaries

Press this button (Chief access level) for more information on how the second
Description

fuel correction value is calculated.

6645-0260-0018 41 (48)
6645-0260-0018 MAN Energy Solutions

1.4.3.2 Manual tab

This tab demonstrates the Manual calibration method. This method is used for
calibrating the fuel oil index when the index calibration mode is set to
"Manual". The system uses the fuel oil properties entered by the operator to
calculate a suggested index correction value (Item [5], Figure 2). The operator
may choose to use this value to calibrate the fuel oil index or manually enter
another calibration value in item [6], if needed. E.g., if the load estimated by
PMI or a torque meter reads a slightly different value than the internally estim-
ated engine load (item [2]), the operator may adjust the Manual Fuel Oil Index
Calibration value so that the internal estimated engine load matches the value
from PMI or a torque meter. Operating the engine with index calibration in
"Manual" mode is not considered normal operation and will raise an alarm to
alert the operator.
It is important that the operator enter the correct fuel oil properties after each
bunker, or when these values need to be updated. Even though automatic
calibration is available, it is still necessary for the engine control system that
the fuel oil properties are updated, since automatic calibration will not take
place when the PMI Status is Offline.
Some fields in this menu are identical to those found in the Auto tab menu.
The reader is referred to the Auto tab menu for an explanation of these fields.

Components of the Manual tab menu

2019-11-19 - en

Figure 2: Manual calibration

Each item on the screen will be described below:

Auxilliaries

1. Index Calibration
Description

See Auto tab menu.

2. Estimated Engine Load

See Auto tab menu.

42 (48) 6645-0260-0018
 MAN Energy Solutions 6645-0260-0018

3. Fuel Oil Properties

▪ a. Lower Calorific Value
▪ b. Density
▪ c. Fuel Temperature
These are fuel oil properties that the operator must enter after bunkering
or when these values need to be updated. To change a value, switch to
Chief access level and click the relevant button to display the toolbar, see
Figure 3. Use the up/down keys in the toolbar to enter a new value fol-
lowed by Save.

Figure 3: Toolbar for changing the fuel oil density.

4. Calculation block
This block performs the mathematical calculations on the three input values
passed to it to produce a suggested correction value for the fuel oil index
(item [5]).

5. Fuel Oil Calculated Correction

The recommended or suggested value calculated by the system for calibrat-
ing the fuel oil index. Please be aware that this is only an optional recommen-
ded value and not the actual value used by the ECS.

6. Manual Fuel Oil Index Calibration

This is the actual value used by the ECS to calibrate the fuel oil index when
the Index Calibration mode is Manual or when the PMI Status is Offline. The
operator must manually assign this value. To assign a value, switch to Chief
access level and click the button to open the following toolbar:

Click button [9] to copy and use the recommended calibration value appear-
ing in item [5], or click the arrow buttons (item [10]) to assign your own value.
Then, click Apply (item [11]) to activate the new value.
The Fuel Oil Calculated Correction (item [5]) is a good starting point for de-
2019-11-19 - en

termining the correct Manual Fuel Oil Index Calibration. However, if the PMI
Status is Offline for a longer period, a final value must be found by adjusting
item [6] in an iterative process such that the Estimated Engine Load (item [2])
approaches the external load estimation by, e.g. PMI or a torque meter.
Auxilliaries

7. PMI Status
Description

See Auto tab menu.

6645-0260-0018 43 (48)
6645-0260-0018 MAN Energy Solutions

8. Message
Any relevant message or warning will be displayed here. In the example, Fig-
ure 2, the message indicates that the value appearing in item [6] will only be
used to calibrate fuel oil Index when the PMI Status goes Offline.

1.4.4 Pilot Oil Profile

Figure 1: Pilot Oil Profile tab

The screen in Figure 1 is used to make incremental adjustments to the

amount of pilot fuel injected into each cylinder. The control system meters a
specified amount of pilot fuel injected into each cylinder, but conditions may
arise where the operator needs to adjust the injection profile to improve the
combustion characteristics. This screen will allow the user to introduce an off-
set gain to the injection profile of any cylinder.

Components of the Pilot Oil Profile tab

1. Pilot Profiles
Status indicator for the Pilot Profile Offset Gain adjustments, item [2]. This field
2019-11-19 - en

can have the following states:

Active The gain adjustments made in item [2]

are active. This state is always activated
when the engine is running on dual fuel.

Not Active The gain adjustments made in item [2]

Auxilliaries

are not active or have no effect.

Description

Note: The operator cannot change the activation state of the gain adjust-
ments.

44 (48) 6645-0260-0018
 MAN Energy Solutions 6645-0260-0018

2. Pilot Profile Offset Gain [%]

An offset introduced to the pilot injection profile. This offset is measured in
percentage of the maximum allowed offset specified in the SPAF file. E.g., if
the maximum allowed offset to the height of the injection profile is 0.5 mm,
then specifying an offset of 50% for cylinder 1,

will raise its injection profile by 0.25 mm. Increasing the gain will result in a dir-
ect increase of the fuel plunger stroke (item [3]), thereby increasing the
amount of pilot injection. This effect will only take place when the Pilot Profiles
state is "Active", see item [1].
The offset of any cylinder may be adjusted in Chief mode by clicking the cor-
responding button to access the adjustment panel.

3. Fuel plunger stroke [mA].

Feedback signal from sensor that measures the travel or displacement of the
fuel plunger, which injects the fuel oil. This measurement can be used to give
an indication of the pilot amount.

4. Pilot Profile Offset Gain – Cyl. n.

Adjustment panel for introducing an offset to the pilot profile.
The caution message in the figure indicates that adjustments to the Pilot Pro-
file Offset Gain (item [2]) will have no effect unless the Pilot Profiles state (item
[1]) is "Active".

Usage
The following is a case scenario where these screen functions are used:
If a condition arises where not enough or no pilot oil is discharged from an in-
jector, then late or hard ignition of the second fuel will occur, causing a rapid
rise in combustion pressure. This condition is undesirable as engine knock
and subsequent damage to engine components may occur. The system
2019-11-19 - en

monitors the combustion pressure. If it detects a steep rise in cylinder pres-

sure, the system will set off a "Cyl Pressure Rise Too Fast" alarm, resulting in
a dual fuel shutdown. The alarm will identify which cylinder has triggered it and
list a set of recommended actions to take. This will involve increasing the pilot
oil profile offset so ignition correctly starts during pilot injection.
Auxilliaries
Description

6645-0260-0018 45 (48)
6645-0260-0018 MAN Energy Solutions

1.4.5 Flow

The Flow display shows the ordered lube oil amount in litres/hour.

If one or more lubricators are malfunctioning (e.g. Feedback Failure) the

actual amount applied will differ.

1.4.6 Basic Feed Rate

The Basic Feed Rate is a calculated rate for the complete lubricator system in
g/kWh shown with two (2) decimals. The formula for calculating the Basic
Feed Rate is = S% x (Feed Rate Factor).

1.4.7 BN Oil Switch Pos.

This indicates if the system is using the high or low BN cylinder oil for lubrica-
tion.
See BN Oil Control.

1.4.8 Actual Feed Rate [g/kWh]

The bar graphs shows the actual feed rate for each individual cylinder.

When running at low load the bar graph is barred and the upper display on
the bar graph shows “Low Load”.

1.4.9 Feed Rate Adjust Factor

The Feed Rate Adjust Factor enables adjustment of the feed rate with a factor
for each individual cylinder in comparison to the other cylinders. Default factor
2019-11-19 - en

is 1.00.

The Actual Feedrate for a cylinder unit is a result of the Basic Feedrate multi-
plied with the factor entered here.
Auxilliaries
Description

46 (48) 6645-0260-0018
 MAN Energy Solutions 6645-0260-0018

1.4.10 Running In [g/kWh]

When a cylinder is being run-in, the fixed feed rate can be entered in this dis-
play. For running- in see description 2245-0100. The latest service letter from
MAN Energy Solutions should be consulted as mentioned earlier.

1.4.11 High BN Feed Rate Factor

This button enables adjustment of the High BN feed rate factor [g/kWhs%].

When the BN OIl Switch Pos. displays "High BN", the Basic Feed Rate is the
result of the High BN Feed Rate multiplied with the Fuel Oil Sulfur percentage.

1.4.12 Fuel Oil Sulfur

This button enables adjustment of the Fuel Oil Sulfur percentage.

When the BN Oil Switch Pos. displays "High BN", the Basic Feed Rate is the
result of the High BN Feed Rate multiplied with the Fuel Oil Sulfur percentage.

1.4.13 Part load control

The Part load control button is used to set the desired changeover point
between the “RPM” and “Power” lubrication algorithms. A change between
the two algorithms is determined by the engines current fuel index. If the fuel
index is below the breakpoint then the "RPM" lubrication algorithm is used
and Low Load will be displayed in the Actual Feed Rate field. If the fuel index
is above the breakpoint then the "Power" lubrication algorithm is used and the
current feed rate will be displayed in the Actual Feed Rate field. The break
point is set in Fuel Index %.

Always refer to the latest Service Letter from MAN Energy Solutions regarding
cylinder oil lubrication for the correct setting.

1.4.14 Min. Feed Rate

The display Min. Feed Rate enables adjustment of the minimum feed rate for
all cylinders. The value is displayed in g/kWh.
2019-11-19 - en

For recommended setting, the latest service letter from MAN Energy Solutions
should be consulted as mentioned earlier.

1.4.15 Prelube
Auxilliaries

When the “Prelube” button is pressed a toolbar is shown on the screen.

Description

Pressing the button “ON” triggers a prelubrication on all cylinders and evalu-
ates feedback from the lubricators.

6645-0260-0018 47 (48)
6645-0260-0018 MAN Energy Solutions

The “Prelube” function can for instance be used before the engine is moved
by the turning gear after long standstill periods. It is not necessary to activate
the “Prelube” function before start-up since the 'Prepare Start' button on the
operation screen automatically will perform a prelube.

Prelubrication can only be activated if hydraulic pressure is present. This

demands that the engine (Sub-telegraph) is put in the state “Standby” or
that the hydraulic start-up pumps are set to manual operation and star-
ted.

In order to test the lubricator function use the screen Maintenance >
Troubleshooting > Cyl. Lubrication.
See description 6645-0270 Maintenance.

1.4.16 Low BN Feed Rate Factor

This button enables adjustment of the Low BN feed rate factor [g/kWhs%].

When the BN Oil Switch Pos. displays "Low BN", the Basic Feed Rate is the
result of the Low BN Feed Rate multiplied with the Fuel Oil Sulfur percentage.

1.4.17 Second Fuel Sulfur

This button enables adjustment of the Sulfur percentage of the second fuel.

When the BN Oil Switch Pos. displays "Low BN", the Basic Feed Rate is the
result of the Low BN Feed Rate multiplied with the Fuel Oil Sulfur percentage.

1.4.18 BN Oil Control

Change over button between High and Low BN oil supply.

In Auto setting the ECS automatically changes the supply from low to high BN
and back according to the amount of fuel oil and second fuel being con-
sumed.

1.4.19 LCD (Load Change Dependent)

The LCD display shows whether the LCD (Load Change Dependent) lubrica-
2019-11-19 - en

tion is on or off. When the LCD button is pressed, a toolbar will be displayed
which will allow the operator to enable or disable the LCD.

When the LCD is on, the basic feed rate will be increased by 25% during
large/fast load changes.
Auxilliaries
Description

48 (48) 6645-0260-0018
 MAN Energy Solutions 6645-0270-0013

Maintenance
General introduction
The maintenance screens give an overall view of the status of the ECS. In order to
understand the use of the screens, an explanation of the layout of the multi pur-
pose controller (MPC) and the data acquisition and supervision unit (DASU) is
appropriate and is placed in item 1 and 2.

The five maintenance screens are described from item 3.1 and onwards. They can
be accessed via the secondary navigator by pressing the “Maintenance” button in
the main navigator. They are mainly used at engine commissioning, during fault
finding on I/O cabling / channels and external connections to sensors and during
engine operation. The use of these screens is therefore relevant for engine crew as
well.

1 MPC description

2 DASU description

3 Maintenance

3.1 System View I/O Test

3.2 Invalidated Inputs

3.3 Network Status

3.4 Function Test

3.5 Troubleshooting

1 MPC description
To understand the use of the maintenance screens, an explanation of the layout of
the multi purpose controller (MPC) is appropriate.

The MPC is a computer unit which has no user interface such as a display or a
keyboard, but has a wide variety of inputs/outputs (I/O) for interfacing to sensors
and actuators of the engine, e.g.: (see figure 1).
▪ Inputs for e.g. tacho signals, standard (0)4-20mA transducers, ±10V signals,
switches and 24V binary signals.
▪ Outputs such as (0)4-20mA and ±10V signals, contacts and high-speed semi-
conductor switches.
▪ Duplicated control network for security.
▪ Serial communication controller for either a remote I/O network or point-to
point serial communication.
▪ Service channel to be connected to a laptop PC for service purposes.
2017-12-04 - en

6645-0270-0013
Description

1 (19)
 6645-0270-0013 MAN Energy Solutions
Maintenance

Figure 1: The MPC Mk.2's wide variety of inputs/outputs (I/O) for interfacing to sensors and actuators of the engine.
The main processor of the multi purpose controller is a Motorola 68332, which is a
32-bit processor »borrowed« from the automotive industry. It includes an on-chip
timing co-processor for synchronisation with the crankshaft rotation and speed
measurement.

To ease the production of the multi purpose controller, all programmable compo-
nents are in-circuit programmable, which also allows field update of the controller
by means of relatively simple tools. The MPC contains no hard drive or other sen-
sitive mechanical components, and the software is stored in a non-volatile Flash-
PROM memory, i.e. the application software may be sent to and programmed into
the multi purpose controller through the network, and thereby restore the function-
ality after the multi purpose controller has been exchanged with a spare unit from
stock.

There are two types of MPCs, MPC Mk.2 (see figure 2) and MPC10 (see figure 3).
The MPC Mk.2 is equipped with a battery. This battery is used for back-up power
to the clock function of the MPC in the event that the 24 V power supply is turned-
off. All clocks of all MPC’s are synchronised via the network. Synchronisation is
done regularly and always after power is on after a possible power off.
Regarding battery in MPC Mk.2: See work card 4765-1901. The MPC10 can only
be used as CCU.

When a new MPC is mounted in the cabinet, the ID dongle key in the cabinet is
mounted in the ID dongle key plug-in, after reconnecting of all wires. The ID dongle
key tells the “new” MPC in which cabinet it is mounted and, in that way, which
software and parameters it should upload from the MOP hard drive (e.g. CCU1, or
EICU).

The MPC is also equipped with a light emitting diode (LED), capable of showing
green, yellow or red light. The LED indicates the current status of the MPC.
2017-12-04 - en

During normal running the LED is green. If the LED is yellow, the MPC is rebooting
6645-0270-0013

or is in test or configuration mode. If the LED is red, the MPC is unavailable.

Description

The MPC is equipped with a reset button. A reset of the MPC will reboot the MPC,
but will but not erase or renew the software stored in the memory. If resetting does
not solve the problem with a red LED then a replacement of the MPC might be
necessary.

2 (19)
 MAN Energy Solutions 6645-0270-0013

Maintenance
2017-12-04 - en

6645-0270-0013
Description

Figure 2: The MPC Mk.2.

3 (19)
 6645-0270-0013 MAN Energy Solutions
Maintenance

Figure 3: The MPC 10.

2 DASU - description
To understand the use of the maintenance screens, an explanation of the layout of
the data acquisition and supervision unit (DASU) is appropriate.

The DASU is an embedded controller with two processors. It has relay, digital
inputs/outputs and analog inputs optimised for use as supervision unit in dual fuel
control systems (see figure 3).

When a new DASU is mounted in the cabinet, the dongle in the cabinet is moun-
ted in the dongle plug-in, after reconnecting of all wires. The dongle tells the “new”
DASU in which cabinet it is mounted and, in that way, which software and param-
eters it should download from the MOP hard drive (e.g. SCSU-1 or SCSU-2).

The DASU is also equipped with a LCD display, capable of showing its current
state.
2017-12-04 - en
6645-0270-0013
Description

During normal running the LCD display is showing "n".

4 (19)
 MAN Energy Solutions 6645-0270-0013

Maintenance
Figure 4: DASU

Both digits: Blocking startup errors

Display Type Description Action
Hardware error There is an error in Reset or replace the
the hardware unit
ID key error The ID key is not Connect or replace
connected or invalid the ID key
Software error Recovered from fatal Reset or reload app
exception

1nd digit: Operation modes

Display Description
Bootloader mode

Test mode

Configuration mode

Normal mode

Running or calculating
2017-12-04 - en

6645-0270-0013

If a power-failure occur it will be shown on the MOP.

Description

5 (19)
 6645-0270-0013 MAN Energy Solutions
Maintenance

3 Maintenance

3.1 System View I/O Test (See drawing 6655-0190)

The icons (see drawing 6655-0190 Fig. 1) shown on the controllers, shows the
status of each single controller, e.g. whether it is in mode:
Active

Controlling

Test

Configuration

Blocked

Not accessible

By pressing a single controller on this screen (in this case CCU1 is pressed and
shown on drawing 6655-0190 Fig. 2), the actual inputs/outputs on the selected
controller are shown.

The screen shows # (Number), Info, ID, Description and Process Value of each sin-
gle channel on the controller.

It is possible to see each single channel in both Normal and Test Mode, but to set
an output channel manually, Test Mode has to be chosen (Chief Level access
required).

Test mode
Changing to TEST Mode will STOP the controller from controlling the
system.

By pressing the channel number, as for instance shown on drawing 6655-0190

Fig. 4, a single channel is shown (in this case, channel 33 on CCU1). The status
and values of this channel are listed on this screen.

On this screen, input channels can be invalidated and re-validated by pressing

Process Value, see drawing 6655-0190 Fig. 5+6 (Chief Level).

Malfunction
Changing the status of a channel may cause the system to
malfunction.
2017-12-04 - en
6645-0270-0013
Description

The reason for alarm on an input could for instance be a defective sensor or loose
wiring from the sensor to the controller.

If a channel is invalidated, the ECS will continue to operate in the best possible
way, without the invalidated input sensor value.

6 (19)
 MAN Energy Solutions 6645-0270-0013

Maintenance
3.2 Invalidated Inputs (See drawing 6655-0195)
If an input channel is invalidated (as described in item 3.1 above), it is listed on the
screen “Invalidated Inputs”. ID number, signal ID and a short description to easily
overview and recognise the channel(s) involved are shown on this screen.

The reason for alarm on an input could for instance be a defective sensor or loose
wiring from the sensor to the controller. If a channel is invalidated, the ECS will
continue to operate in the best possible way, without the invalidated input sensor
value.

Invalidated input channels can be re-validated from this screen. Select the channel
and press "Set Valid" (Chief Level).

Malfunction
Changing the status of a channel may cause the system to
malfunction.

3.3 Network Status (See drawing 6655-0200)

This screen gives the engineer an overall view and exact status of the control net-
work of the ECS

From this screen, it is possible to see the status of the network using the icons
named below: (Icons are visible at drawing 6655-0200, bottom)
• OK

• This MOP

• No Reply Single Channel

• No Communication

• Not Accessible

• On-line But No Information

• Not Relevant

• Reference

• Cross Connection

When all fields are shown with a green √ (check mark) everything is okay.
2017-12-04 - en

6645-0270-0013

3.4 Function Test (See drawing 6655-0203)

Description

The Function Test tab consists of 4 items (sub tabs).

3.4.1 HCU

3.4.2 Tacho

7 (19)
 6645-0270-0013 MAN Energy Solutions

3.4.3 HPS
Maintenance

3.4.3 Speed Handles

The main purpose of these screens is to provide the engine personnel with a tool
to test the function of the tacho equipment and the speed handles. Also the func-
tion test screens are used when replaced components are to be calibrated, e.g. in
case of replacement of a speed handle.

The function test screens are made as a step-by-step procedure, guiding the
engine personnel through the tests. Each test begins with a few preparation steps
in order to ensure the right conditions before commencing the actual test. Chief
access level is required and if not otherwise stated, the engine must be stopped
before commencing the test.

Multiple alarms
When rebooting a controller in test mode, multiple alarms irrelevant to
the test may occur.

3.4.1 HCU (See drawing 6655-0203)

The HCU tab focuses on the FIVA valve or the ELFI/ELVA valves. Depending on
the configuration, the list contains two or three function tests. Only FIVA valves
with external amplifier have the option of an Amplifier Test. In the following all three
function tests are explained.

As the HCU function test list is longer than the height of the screen a
scrollbar is placed to the right.

Preparation of HCU Test

To begin the function test press the button START and follow the steps on the
screen.

In order to verify that the fuel booster or exhaust valve are functioning
2017-12-04 - en
6645-0270-0013

as expected, an assistant must be stationed on the engine top at the

Description

unit in question during the test. For this test fuel pressure must be
present.

8 (19)
 MAN Energy Solutions 6645-0270-0013

Maintenance
Test of FIVA or ELFI/ELVA valve and calibration of Fuel Plunger

If the CCU MPC is not in test mode when the START button is pressed, the engi-
neer is prompted to switch to test mode and reboot the MPC. Once the MPC has
been rebooted, the function test will continue.

For testing of the fuel injection components, the FIVA/ELFI will make
one fuel injection.

The fuel injection is verified by the assistant on the engine top by feeling the shock-
wave on the respective fuel injection pipe, and feeling on the high pressure pipes.

For testing the exhaust valve components, the FIVA will activate the respective
exhaust valve once. This is verified by the assistant, by listening for the ”thump”
sound of the exhaust valve opening and closing.

The test values listed on blue background in the far right column when the function
test is finished and will under normal circumstances be within the default reference
range listed next to the test value column.

If for some reason the test value differs from the reference value, this will be shown
in one of the following ways:
Signal and value ok.

Signal not present. (check if the MPC is connected to the network)

Signal value outside reference range. (Value electrically out of range or wire-break)

Signal value outside reference range. (Signal ok, unit mechanically out of range)

If the test is successfully completed then the user has the option to use the SAVE
button to upload the new calibration set points to the MPCs. Should this operation
fail then another attempt should be made after approximately 30 seconds.

Amplifier test (only applicable to Curtis Wright FIVA valves)

2017-12-04 - en

6645-0270-0013

This amplifier test enables the engineer to test the FIVA amplifier. When the START
Description

button is pressed a set of adjustment buttons will appear on the toolbar.

The adjustable voltage range for channel 70 is between -3.6V to +3.6V. If signal
value field for ch. 70 turns red, this normally indicates that something is wrong with
the MPC.

9 (19)
 6645-0270-0013 MAN Energy Solutions

The signal value field for ch. 33 has the same different types of error indications as
Maintenance

shown above. If any of these are triggered then this most likely indicates that
something is wrong with either the amplifier or the connections to the amplifier.

Cyclic Test of Exhaust Valve and / or fuel injections

When START button is pressed, a set of buttons will appear on the toolbar, which
enables the engineer to start a repeated cyclic test of the exhaust valve, in other
words, the exhaust valve will continue opening and closing until the STOP button
is pressed. Also for the fuel booster a single injection test is possible (both during
the cyclic test and independent of this).

Activation of ”single injection” will lead to one full MCR fuel Injection in
the cylinder. Several activation will lead to filling of the combustion
chamber with fuel oil.

Reboot of CCU

Reboot the CCU MPC to test mode in order to continue with tests or reboot to set
the CCU MPC to normal operating mode (finished with function tests).

3.4.2 Tacho (See drawing 6655-0203)

The Tacho Test allows for the verification of the angles of the Tacho Pick-Ups and
angle encoder fine adjustment of certain parameters.

Test of Tacho Signals

Press Start and follow the instructions on the screen. Make sure that an assistant
is standing by to activate the Turning Gear, and verify the crankshaft position.

During the test the following is displayed on the screen:

A: xx B: xx (blue background):
If the crank has been turned to the prescribed angle when the background is blue,
then the value is correct. Continue to next step.
2017-12-04 - en
6645-0270-0013

A: xx B: xx (yellow background):
Description

If the crank has been turned to the prescribed angle and the background is still
yellow, then the test has failed. Continuation of the test is not possible. By press-
ing the details button, specific information regarding the failure is displayed. Check
and adjust the Tacho arrangement.

10 (19)
 MAN Energy Solutions 6645-0270-0013

The x in the test can be either T or F

Maintenance
Setting of Fine Adjustment Parameters

As indicated on the screen a certain minimum engine speed is required in order for
the ME system to measure a correct ‘delta Tacho-B’ value.

The ’Trigg Offset AH’ value that is to be entered must be taken from the PMI
equipment (see PMI manual). The ‘Trigg Offset AH’ value is not measured by the
ME system, that is why a PMI-0 diagram is required as part of the setting of the
final Tacho parameters.

3.4.3 HPS (See drawing 6655-0203)

The HPS function Test allows for the test and calibration of the hydraulic pumps.
Up to 5 pumps can be present depending on system configuration, each tab cor-
responds to a pump.

Preparation

To start the test press ” Start ” and make sure that a start-up pump is in local con-
trol on the starter cabinet, and running so that the necessary hydraulic pressure
can be maintained.

Test

Press ” Start ” and follow the instructions on the screen. Make sure an assistant is
standing by at the pump to check the swash plate angle.

During the test the following is shown on the screen:

Icons with background colours can be seen in chapter 1.5.1.

x.x mA (blue background):- Value ok - go to next step.

x.x mA (red background):- Value is outside the measurement interval (4-20mA)

continuation of the test not possible - check the sensor and cables.

x.x mA ( yellow background):- Value differentiates from the reference value. Con-
tinuation of the test not possible. Check the sensor.
2017-12-04 - en

6645-0270-0013
Description

If all of the steps are satisfactory calibration of the specific pump is carried out by
pressing ” Save ”. The test is concluded by rebooting the MPC back to Normal
Mode.

11 (19)
 6645-0270-0013 MAN Energy Solutions
Maintenance

3.4.4 Speed Handles (See drawing 6655-0203)

The Speed Handles tabs is typically used to calibrate a replaced speed handle or
pitch handle.
The following tests are possible:
▪ Calibrate Bridge/ECR/LOP handle position and RPM set point
▪ Calibrate Bridge/ECR/LOP handle RPM set point only
▪ Calibrate Pitch Actual handle
▪ Calibrate Pitch Set Point

In Operator level, the current values can be monitored. In order to do calibration,

Chief level access is required.

Calibrate Bridge/ECR/LOP handle position and RPM set point (See drawing
6655-0203 Fig. 7 to 14)
1. Select the handle which is to be calibrated by selecting the relevant "Command"
tab: Bridge, ECR or LOP. The last calibrated values will be displayed. In the follow-
ing example Bridge is selected, but the same procedure is applicable for ECR and
LOP handles.

2. Press “Set Number of Positions” button.

3. Enter the number of “Ahead” and “Astern” positions using “Up/Down” buttons
and press “Apply” button.

4. Press “Start”. Position the handle as indicated on the screen (e.g. Max Astern).
Enter the New Rpm value using the “Up/Down” buttons and then press “Next”
button to proceed to next step.

5. Position the handle as indicated on the screen (e.g. -1). Enter the New Rpm
value using the “Up/Down” buttons and then press “Next” button to proceed to
next step.

6. Repeat step 5 until the next handle position is “Stop” level or “0 rpm”.

7. Position the handle at “Stop” level or “0 rpm” and press “Next” button to con-
tinue.

8. Position the handle as indicated on the screen (e.g. +1). Enter the New Rpm
value using the “Up/Down” buttons and then press “Next” button to proceed to
next step.

9. Repeat step 8 until the next handle position is “Max Ahead”.

10. Position the handle at “Max Ahead”. Enter the New Rpm value using the “Up/
Down” buttons and then press “Next” button. The “Next and Up/Down” buttons
2017-12-04 - en
6645-0270-0013

will now be disabled and Apply button will be enabled.

Description

11. Click on "Apply" button for calibration. The calibration may take up to a minute.

12 (19)
 MAN Energy Solutions 6645-0270-0013

Calibrate Bridge/ECR/LOP handle RPM set point only (See drawing

Maintenance
6655-0203 Fig. 15 to 19)
In order to do this, the handle positions must already be calibrated with valid val-
ues.

1. Select the handle which is to be calibrated by selecting the relevant "Command"

tab: Bridge, ECR or LOP. The last calibrated values will be displayed. In the follow-
ing example Bridge is selected, but the same procedure is applicable for ECR and
LOP handles.

2. Click on "Set RPM Only" button.

3. If the Current RPM needs to be adjusted, enter a New RPM value using the Up/
Down button. Click on "Next" button. If no adjustment is needed click on "Next"
button.

4. Repeat step 3 for all the steps as necessary.

5. When all necessary steps are adjusted, click on "Apply". The calibration may
take up to a minute.

Calibrate Pitch Actual handle (See drawing 6655-0203 Fig. 20 to 25)

1. Select "Pitch Actual" tab. The latest calibrated values will be displayed.

2. Press “Set Number of Positions” button.

3. Enter the number of “Ahead” and “Astern” positions using “Up/Down” buttons
and press “Apply” button.

4. Press “Start”. Position the handle as indicated on the screen (e.g. Max Astern).
Enter the New Pitch value using the “Up/Down” buttons and then press “Next”
button to proceed to next step.

5. Position the handle as indicated on the screen (e.g. -1). Enter the New Pitch
value using the “Up/Down” buttons and then press “Next” button to proceed to
next step.

6. Repeat step 5 until the next handle position is “Stop” level or “0 Pitch”.

7. Position the handle at “Stop” level or “0 Pitch” and press “Next” button to con-
tinue.

8. Position the handle as indicated on the screen (e.g. +1). Enter the New Pitch
value using the “Up/Down” buttons and then press “Next” button to proceed to
next step.

9. Repeat step 8 until the next handle position is “Max Ahead”.

2017-12-04 - en

6645-0270-0013

10. Position the handle at “Max Ahead”. Enter the New Pitch value using the “Up/
Description

Down” buttons and then press “Next” button. The “Next and Up/Down” buttons
will now be disabled and Apply button will be enabled.

11. Click on "Apply" button for calibration. The calibration may take up to a minute.

13 (19)
 6645-0270-0013 MAN Energy Solutions

Calibrate Pitch Set Point

Maintenance

The Pitch Set Point is calibrated in the same way as the previously described Pitch
Actual handle. The Pitch Set Point tab is selected instead.

3.5 Troubleshooting (See drawing 6655-0204)

These screens are used for performing troubleshooting on the hydraulic cylinder
unit (HCU), the hydraulic power supply (HPS), insulation problems or the gas
block. The HCU Events and HPS Events are used to show the actual movements
of FIVA or ELFI/ELVA valve, plunger positions, exhaust valve movements and
swash plate positions as trend graphs. The Cyl. Events show the cylinder pressure
and the gas channel pressure as trend graphs.

The Troubleshooting tab consists of several items (sub tabs).

3.5.1 HCU

3.5.2 HPS

3.5.3 HCU and HPS Events

3.5.4 Cyl. Lubrication

3.5.5 Gas Block

3.5.6 Cyl. Events

3.5.7 Insulation

3.5.8 CoCoS EDS

3.5.9 Data logging

The two last items,item 3.5.8 and 3.5.9. are not part of the ECS, however they are
essential with regards to troubleshooting and diagnostics.

3.5.1 HCU (See drawing 6655-0204)

On this screen FIVA or ELFI/ELVA activation can be performed to execute fuel
plunger and exhaust valve movement to check whether the system is working cor-
rectly.

Activation of the FIVA or ELFI/ELVA is performed by changing controller Mode to

Test Mode and activating the buttons displayed in the toolbar.

The cyclic test is only a cyclic activation of the exhaust valve.

Injection
2017-12-04 - en
6645-0270-0013

Activation must only be performed with stopped engine. Each

activation of the fuel plunger results in a fuel injection into the cylinder.
Description

14 (19)
 MAN Energy Solutions 6645-0270-0013

Maintenance
3.5.2 HPS (See drawing 6655-0204)
On this screen the swash plate position for each pump can be regulated to check
whether the system is working correctly.

Activation of the swash plate position is performed by changing controller mode

into test mode and activating the buttons displayed in the toolbar.

The swash plate position can be seen on input ch 34 and compared with the
desired set point.

When the test is finished put the controller back to normal mode.

3.5.3 HCU and HPS Events (See drawing 6655-0204) (Only available on MOP B)
These screens are an aid for the engineer and are used to monitor the actual
movements of the HCU and HPS related signal. E.g. used to identify trouble in
case of a malfunction of the electrical and mechanical components.

The HCU and HPS Events include a lot of very useful information for e.g. trouble-
shooting.

It can however in certain cases be difficult to make quantitative conclusions based

on HCU and/or HPS Events logs taken during a situation where problems are
present (e.g. deviating cylinder pressures, hunting hydraulic pressure, etc.).

In those cases it is very helpful to have HCU and HPS Events logs from periods
where there were no problems or irregularities. By comparing these logs with logs
from situations where problems are present it is often possible to make qualitative
conclusions regarding the current problems.

Therefore it is recommended to take manual HCU and HPS Events logs from time
to time when no problems or malfunctions are present.

A suggested procedure is to make a note regarding the current speed, index and
internal estimated power together with the names of the HCU and HPS Event logs
and then save these on either a USB stick or some other computer (so the logs
are still available even if MOP-B is later replaced).

Clean USB stick

Always ensure that any USB memory stick inserted into the MOP is
scanned and cleaned of any malware.

A list of available dumps can be found in the upper left part of the list - newest on
top. To display the contents mark an element in the list and press ”Show
Sequence”.
2017-12-04 - en

6645-0270-0013
Description

Both manual dumps (Log Manually) and automatic dumps can be performed for
special failures / alarms.
The event which caused the dump is described in the text above the graph area.
The time of alarm is shown as a vertical dashed line. The display of measured val-
ues can be turned on and off by pressing the buttons on the left side of the
screen.

15 (19)
 6645-0270-0013 MAN Energy Solutions

By clicking and holding (the cursor turns into a hand) in the area left of the Y- axis
Maintenance

or in the area below the X - axis, the graph can be moved vertically or horizontally.

Zooming can be carried out by drawing a square in the graph area while ”default
view” can be recalled by pressing ” Zoom to fit ”

Storing both PMI diagrams and HCU Events logs from days with no problems, will
greatly improve the options available for later troubleshooting. Therefore it is a
good idea to take the HCU Events logs together with Performance Measurements
and then save it all together.

3.5.4 Cyl. Lubrication (See drawing 6655-0204)

This screen gives the engineer a opportunity to test the cylinder lubrication injec-
tion valves on a specific cylinder or at all cylinders at a time.

To start the lubricator test sequence choose either "all" or "cylinder 1, 2, n" to acti-
vate the toolbar in the bottom of the screen. From here the engineer can start a
continuous activation of the lubricators at a predefined injection rate.

When the test is complete, press the stop button.

This feature is used after repairs, etc. on the lubricator(s), enabling the engineer to
manually check the lubricator for leaks and injection.

In case of CCU failure (and the CCU can not be replaced immediately) please see
description 6645-0321 for how to obtain the back-up signal for lubrication.

Hydraulic pressure
The lubricator test can only be activated if hydraulic pressure is
present. This requires that the engine (sub-telegraph) is put in state
“Standby” or that the hydraulic start-up pumps are set to manual
operation and started.

3.5.5 Gas Block (See drawing 6655-0204)

On this screen ELWI and ELGI activation can be performed to execute the second
fuel injection valve movement to check whether the system is working correctly.

Activation of the ELWI and ELGI valves is performed by changing the SCSU and
the CCU controller modes to test mode and activating the buttons displayed in the
toolbar.

Listen for manual activation of valves and injection of nitrogen in cylinder.

2017-12-04 - en
6645-0270-0013

Assistant
Description

In order to verify that the actual valves are moving as expected, an

assistant must be stationed on the engine top at the unit in question
during the test.

16 (19)
 MAN Energy Solutions 6645-0270-0013

Before setting the SCSU and CCU controller in test mode it is necessary to pres-
surise the system with nitrogen.

Maintenance
See description 6645-0260 - 'Manual assembly test with inert gas'.

It is also possible to test both the ELWI and ELGI valves with a cyclic test.

Piston movement hazard

Activation must only be performed with stopped engine, disengaged
turning gear and open indicator cocks. If both ELGI and ELWI valves is
activated, nitrogen will be injected into the cylinder which may result in
piston movement.
See description 0545-0100 - Safety precautions.

3.5.6 Cyl. Events (See drawing 6655-0204 Fig. 26-27 ) (Only available on MOP B)
These screens are an aid for the engineer and are used to monitor the actual com-
bustion process. E.g. used to identify trouble in case of a malfunction of the elec-
trical and mechanical components.

Figure 26 shows an example of a normal combustion process.

▪ The yellow line shows the actual pressure in relation to the crankshaft degrees.
▪ The green line shows the pressure in the gas channel located in the fuel gas
control block between the window valve and the injection valve.
When the fuel gas injection begins, the pressure in the gas channel drops due
to emptying of the accumulator. When fuel gas returns to the accumulator the
pressure rises fast again. When the injection valve closes, the pressure in the
gas channel still increases due to temperature increase of the trapped gas
amount.

Relative curve
The green curve shows only a relative value and is not a expression of
the amount of gas injection into the combustion chamber.

Figure 27 shows an example of a automatic created log due to the measurement

of a unexpected pressure in the gas channel.

The systems automatically monitors the curves and reacts by rasing an alarm and
logging the event if the curve deviate too much from the "normal" curve.

It can in certain cases be difficult to make quantitative conclusions based on cylin-

der event logs taken during a situation where problems are present (e.g. deviating
cylinder pressures, etc.).
2017-12-04 - en

6645-0270-0013

In those cases it is very helpful to have cylinder event logs from periods where
Description

there were no problems or irregularities. By comparing these logs with logs from
situations where problems are present it is often possible to make qualitative con-
clusions regarding the current problems.

Therefore it is recommended to take manual cylinder event logs from time to time

17 (19)
 6645-0270-0013 MAN Energy Solutions

when no problems or malfunctions are present.

Maintenance

A suggested procedure is to make a note regarding the current speed, index and
internal estimated power together with the names of the cylinder event logs and
then save these on either a USB stick or some other computer (so the logs are still
available even if MOP-B is later replaced).

Clean USB stick

Always ensure that any USB memory stick inserted into the MOP is
scanned and cleaned of any malware.

A list of available dumps can be found in the upper left part of the list - newest on
top. To display the contents mark an element in the list and press ”Show
Sequence”.

Both manual dumps (Log Manually) and automatic dumps can be performed for
special failures / alarms.
The event which caused the dump is described in the text above the graph area.
The time of alarm is shown as a vertical dashed line. The display of measured val-
ues can be turned on and off by pressing the buttons on the left side of the
screen.

By clicking and holding (the cursor turns into a hand) in the area left of the Y- axis
or in the area below the X - axis, the graph can be moved vertically or horizontally.

Zooming can be carried out by drawing a square in the graph area while ”default
view” can be recalled by pressing ” Zoom to fit ”

Storing cylinder events logs from days with no problems, will greatly improve the
options available for later troubleshooting. Therefore it is a good idea to take the
cylinder events logs together with performance measurements and then save it all
together.

3.5.7 Insulation (See drawing 6655-0204)

When the controller is connected to a insulation monitor and / or a noise pulse
counter equipment the status is showed on this screen. This screen can be used
to troubleshoot insulation problems, or monitor the insulation condition.

The insulation level shows slow variations in the insulations level (measured in
kOhm). The insulation level is supervised and two alarms can be generated : “ECS
Insulation level below normal” “Too low ECS Insulation level”.

The noise pulse counter, counts the number of fast variations observed in the insu-
lation level on the controller. When electrical noise is detected by the “Noise
Detect” functionality, an alarm is generated: “Electrical noise detected”.
2017-12-04 - en
6645-0270-0013

For further information on Insulation level and noise pulse detection please refer to
Description

Ident. No.: 5318818-2, "Troubleshooting Electrical Noise".

18 (19)
 MAN Energy Solutions 6645-0270-0013

Maintenance
3.5.8 CoCoS EDS
As shown on drawing 6655-0125 MOP B is connected to the CoCoS EDS PC
(which also runs the PMI software).

CoCoS EDS is not a part of the ECS, however it is an essential tool with regards to
troubleshooting and diagnostics.

Therefore it is important that CoCoS EDS is running correctly and that the connec-
tion is functioning. All the time.

The CoCoS EDS installation includes guidance on how to evaluate and trouble-
shoot the connection.

3.5.9 Data logging

In the case that assistance from external parties is needed, it is essential for trou-
ble shooting that following data is delivered to external parties:
▪ A clear description of the case
▪ ECS Alarm/Event Log
▪ ECS parameter file (Spaf)
▪ ECS HCU data logger files
▪ ECS HPS data logger files
▪ EDS data logger files
This information can be gathered automatically with a program called “datgat.exe”
which is located on the CoCoS-EDS/PMI computer or on the EMS-MOP (where
applicable).
See description 6645-0180 Data logging for a description of how to use "dat-
gat.exe".

The above mentioned data and log files will contribute to speed up the
troubleshooting process, and are for that reason very important for
external parties.
2017-12-04 - en

6645-0270-0013
Description

19 (19)
 MAN Energy Solutions 6645-0280-0007

1 Admin and Power Off

The screens and button explained in the following are:

1.1 Set Time

1.2 Version (software and IMO Check Sum)

1.3 Power Off

1.1 Set Time (See Drawing 6655-0205)

At the Set Time screen, the operator is able to set the time/date for UTC
(Chief Level required) or to set the time offset for Local Time in intervals down
to 5 minutes (Operator Level).

Pressing on either button “UTC Date/Time” or button “Local Date/Time” will

display toolbars (shown on drawing 6655-0205). From these toolbars, Date
and Time can be set.

Pressing the buttons “UTC Time displayed” or “Local Time Displayed” enables
the operator to choose between the time to be displayed at the MOP (upper
right corner) and in the lists (alarm list, event log etc.)

Alarms and logs are recorded with both Local Time/Date and UTC Time/Date
regardless of which time/date is selected for displayed .

Always ensure a correct setting of UTC. The ECS has no connections to

the ship`s master clock

1.2 Version (See Drawing 6655-0210)

2019-01-25 - en

1.2.1 Background

This screen displays the version type of the Engine Control System (ECS) con-
trolling the engine. It is used to obtain the configuration information of the
ECS. It displays, in table format, all the controllers that comprise the system,
including specific information related to each controller.
Description
Admin

6645-0280-0007 1 (4)
6645-0280-0007 MAN Energy Solutions

1.2.2 Screen Items

In the upper system information line, general information of the ECS for this
particular engine is shown. The fields are: (See drawing 6655-0210)

Product Name & Version The name and version of the ECS software
Engine Group No. The Engine number of the engine builder
IMO No. Engine IMO number (former Lloyds number)
Engine Builder Name of engine builder
Eng. No. Engine Serial number

1.2.3 Controller information

In the controller information panel, data for each controller in the system is dis-
played. The pane contains the following:

1.2.4 Controller unit

ID Name of MPC (controller)

Addr. Network Address of MPC
Type Application group the MPC belongs to (ACU, CCU, CWCU, ECU, EICU,
ETU or SCU)

1.2.5 Parameters Check Sums

The Parameter Check Sums are indications of the current parameter values in
the ECS. They are used as a method for determining if parameters have been
changed. Especially the IMO Design parameters must not be changed com-
pared to shop trial values, since they reflect emission and performance relevant
parameters.
2019-01-25 - en

No changes made on the MOP will change the IMO Design Parameters Check
Sums.

It is not possible to recreate the parameters of the ECS from the Check
Sums, therefore sending a screen dump of this screen is not sufficient for
Description

external parties who inquire about specific parameter values.

Admin

2 (4) 6645-0280-0007
 MAN Energy Solutions 6645-0280-0007

1.2.6 Using the Screen

When the screen is first displayed (after power up of a MOP), no information
appears in the table. Press the “Refresh” button to retrieve the latest system
information and parameter checksums of all controllers connected to the
ECS. (See drawing 6655-0210.)

If the information stored in one or more controller(s) is not consistent with the
other controllers, a warning message is displayed in yellow by the specific
controller and at the toolbar.

Pressing the Export Version button generates a copy of the information dis-
played in the table. This can be saved to a hard drive or USB memory stick. In
order to export to USB, insert a scanned and cleaned USB memory stick in
the MOP before pressing the Export Version button. The exported file is com-
pressed in Zip format and must be unpacked to be readable. The file format
is: SWVersNParamChecksums on <Date & Time> for <MOP> <SW-version>
on IMO <IMO number> Engine no <Engine number>.zip

When unpacked, the .html file can be opened in a normal internet browser
and printed (and signed) if desired.

Export the System Parameter File (SPAF)

You may be requested by external parties like MAN Energy Solutions to send
a SPAF file. The SPAF is a copy of the current parameter values in the ECS.

In order to export directly to USB, insert a scanned and cleaned USB memory
stick in the MOP. Press the Export SPAF button, and then Save.
The exported file is compressed in Zip format.

If a USB is not inserted before pressing Export, then the SPAF will be saved
on the hard drive of the MOP.

Always ensure that any USB memory stick inserted into the MOP is
2019-01-25 - en

scanned and cleaned of any malware.

1.3 Power Off

Description
Admin

The Power Off button acts the same way as the “Shut Down” button in Win-
dows Operating Systems on PCs. The Power Off button will only power off
the MOP computer, not the rest of the ECS.

6645-0280-0007 3 (4)
6645-0280-0007 MAN Energy Solutions

In order to start a MOP which is shut down, switch the power for the MOP
computer "off" and then "on".

2019-01-25 - en
Description
Admin

4 (4) 6645-0280-0007
 2016-06-03 - en

MAN Energy Solutions

Drawing MOP Overview

6655-0125-0008

1 (1)
6655-0125-0008
 2016-02-10 - en

Figure 1:
MAN Energy Solutions

Drawing MOP Alarm List

6655-0130-0012

1 (2)
6655-0130-0012
 6655-0130-0012 MAN Energy Solutions
MOP Alarm List

2016-02-10 - en
6655-0130-0012
Drawing

Figure 2: Info button pressed. Note the scroll bar on the right side, there are more alarm info text than shown on the
screen.

2 (2)
 2016-02-10 - en

MAN Energy Solutions

Drawing MOP Event Log

6655-0135-0010

1 (5)
6655-0135-0010
 Drawing MOP Event Log

2 (5)
6655-0135-0010 6655-0135-0010
MAN Energy Solutions

2016-02-10 - en
 2016-02-10 - en

MAN Energy Solutions

Drawing MOP Event Log

6655-0135-0010

3 (5)
6655-0135-0010
 Drawing MOP Event Log

4 (5)
6655-0135-0010 6655-0135-0010
MAN Energy Solutions

2016-02-10 - en
 2016-02-10 - en

MAN Energy Solutions

Drawing MOP Event Log

6655-0135-0010

5 (5)
6655-0135-0010
 2016-02-10 - en

MAN Energy Solutions

Drawing MOP Manual Cut-Out List

6655-0140-0010

1 (2)
6655-0140-0010
 Drawing MOP Manual Cut-Out List

2 (2)
6655-0140-0010 6655-0140-0010
MAN Energy Solutions

2016-02-10 - en
 MAN Energy Solutions 6655-0145-0011

MOP Channel List

2016-02-10 - en

6655-0145-0011
Drawing

Figure 1: When the ID button is pressed the list is sorted by this criteria.

1 (3)
 6655-0145-0011 MAN Energy Solutions
MOP Channel List

2016-02-10 - en
6655-0145-0011
Drawing

Figure 2: When the Date Time button is pressed the list is sorted by this criteria.

2 (3)
 MAN Energy Solutions 6655-0145-0011

MOP Channel List

2016-02-10 - en

6655-0145-0011
Drawing

Figure 3: When the Status button is pressed the list is sorted by the status of the alarms.

3 (3)
 MAN Energy Solutions 6655-0150-0012

MOP Operation
2017-08-14 - en

6655-0150-0012
Drawing

Figure 1:

1 (12)
 6655-0150-0012 MAN Energy Solutions
MOP Operation

2017-08-14 - en
6655-0150-0012
Drawing

Figure 2:

2 (12)
 MAN Energy Solutions 6655-0150-0012

MOP Operation
2017-08-14 - en

6655-0150-0012
Drawing

Figure 3:

3 (12)
 6655-0150-0012 MAN Energy Solutions
MOP Operation

2017-08-14 - en
6655-0150-0012
Drawing

Figure 4:

4 (12)
 MAN Energy Solutions 6655-0150-0012

MOP Operation
2017-08-14 - en

6655-0150-0012
Drawing

Figure 5:

5 (12)
 6655-0150-0012 MAN Energy Solutions
MOP Operation

2017-08-14 - en
6655-0150-0012
Drawing

Figure 6:

6 (12)
 MAN Energy Solutions 6655-0150-0012

MOP Operation
2017-08-14 - en

6655-0150-0012
Drawing

Figure 7:

7 (12)
 6655-0150-0012 MAN Energy Solutions
MOP Operation

2017-08-14 - en
6655-0150-0012
Drawing

Figure 8:

8 (12)
 MAN Energy Solutions 6655-0150-0012

MOP Operation
2017-08-14 - en

6655-0150-0012
Drawing

Figure 9:

9 (12)
 6655-0150-0012 MAN Energy Solutions
MOP Operation

2017-08-14 - en
6655-0150-0012
Drawing

Figure 10:

10 (12)
 MAN Energy Solutions 6655-0150-0012

MOP Operation
2017-08-14 - en

6655-0150-0012
Drawing

Figure 11:

11 (12)
 6655-0150-0012 MAN Energy Solutions
MOP Operation

2017-08-14 - en
6655-0150-0012
Drawing

Figure 12:

12 (12)
 MAN Energy Solutions 6655-0155-0004

MOP Status
2016-02-25 - en

6655-0155-0004
Drawing

Figure 1:

1 (3)
 6655-0155-0004 MAN Energy Solutions
MOP Status

2016-02-25 - en
6655-0155-0004
Drawing

Figure 2:

2 (3)
 MAN Energy Solutions 6655-0155-0004

MOP Status
2016-02-25 - en

6655-0155-0004
Drawing

Figure 3:

3 (3)
 MAN Energy Solutions 6655-0160-0013

MOP Process Information

2017-07-12 - en

6655-0160-0013
Drawing

Figure 1: Running Mode tab is selected.

1 (7)
 6655-0160-0013 MAN Energy Solutions
MOP Process Information

2017-07-12 - en
6655-0160-0013
Drawing

Figure 2: On some engines, it is possible to switch between different Engine Modes.

2 (7)
 MAN Energy Solutions 6655-0160-0013

MOP Process Information

2017-07-12 - en

6655-0160-0013
Drawing

Figure 3: Speed Control tab is selected.

3 (7)
 6655-0160-0013 MAN Energy Solutions
MOP Process Information

2017-07-12 - en
6655-0160-0013
Drawing

Figure 4: LDCL tab is selected. LDCL State: Automatic

4 (7)
 MAN Energy Solutions 6655-0160-0013

MOP Process Information

2017-07-12 - en

6655-0160-0013
Drawing

Figure 5: LDCL tab is selected. LDCL State: Automatic. Details shown.

5 (7)
 6655-0160-0013 MAN Energy Solutions
MOP Process Information

2017-07-12 - en
6655-0160-0013
Drawing

Figure 6: LDCL tab is selected. LDCL State: Automatic. The LDCL Circulation Pump is stopped and T out jacket is
inactive due to low sulfur signal (also called LDCL off signal) from the ECU. Details shown.

6 (7)
 MAN Energy Solutions 6655-0160-0013

MOP Process Information

2017-07-12 - en

6655-0160-0013
Drawing

Figure 7: LDCL tab is selected. LDCL State: Stopped (by the operator). Details shown.

7 (7)
 2017-07-12 - en

Figure 1:
MAN Energy Solutions

Drawing MOP Process Adjustment

6655-0161-0008

1 (11)
6655-0161-0008
 Drawing MOP Process Adjustment

2 (11)
6655-0161-0008

Figure 2:
6655-0161-0008
MAN Energy Solutions

2017-07-12 - en
 2017-07-12 - en

Figure 3:
MAN Energy Solutions

Drawing MOP Process Adjustment

6655-0161-0008

3 (11)
6655-0161-0008
 Drawing MOP Process Adjustment

4 (11)
6655-0161-0008

Figure 4:
6655-0161-0008
MAN Energy Solutions

2017-07-12 - en
 2017-07-12 - en

Figure 5:
MAN Energy Solutions

Drawing MOP Process Adjustment

6655-0161-0008

5 (11)
6655-0161-0008
 Drawing MOP Process Adjustment

6 (11)
6655-0161-0008

Figure 6:
6655-0161-0008
MAN Energy Solutions

2017-07-12 - en
 2017-07-12 - en

Figure 7:
MAN Energy Solutions

Drawing MOP Process Adjustment

6655-0161-0008

7 (11)
6655-0161-0008
 Drawing MOP Process Adjustment

8 (11)
6655-0161-0008

Figure 8:
6655-0161-0008
MAN Energy Solutions

2017-07-12 - en
 2017-07-12 - en

Figure 9:
MAN Energy Solutions

Drawing MOP Process Adjustment

6655-0161-0008

9 (11)
6655-0161-0008
 Drawing MOP Process Adjustment

10 (11)
6655-0161-0008

Figure 10:
6655-0161-0008
MAN Energy Solutions

2017-07-12 - en
 2017-07-12 - en

Figure 11:
MAN Energy Solutions

Drawing MOP Process Adjustment

6655-0161-0008

11 (11)
6655-0161-0008
 2017-07-14 - en

Figure 1:
MAN Energy Solutions

Drawing MOP Chief Limiters

6655-0162-0010

1 (9)
6655-0162-0010
 Drawing MOP Chief Limiters

2 (9)
6655-0162-0010

Figure 2:
6655-0162-0010
MAN Energy Solutions

2017-07-14 - en
 2017-07-14 - en

Figure 3:
MAN Energy Solutions

Drawing MOP Chief Limiters

6655-0162-0010

3 (9)
6655-0162-0010
 Drawing MOP Chief Limiters

4 (9)
6655-0162-0010

Figure 4:
6655-0162-0010
MAN Energy Solutions

2017-07-14 - en
 2017-07-14 - en

Figure 5:
MAN Energy Solutions

Drawing MOP Chief Limiters

6655-0162-0010

5 (9)
6655-0162-0010
 Drawing MOP Chief Limiters

6 (9)
6655-0162-0010

Figure 6:
6655-0162-0010
MAN Energy Solutions

2017-07-14 - en
 2017-07-14 - en

Figure 7:
MAN Energy Solutions

Drawing MOP Chief Limiters

6655-0162-0010

7 (9)
6655-0162-0010
 Drawing MOP Chief Limiters

8 (9)
6655-0162-0010

Figure 8:
6655-0162-0010
MAN Energy Solutions

2017-07-14 - en
 2017-07-14 - en

Figure 9:
MAN Energy Solutions

Drawing MOP Chief Limiters

6655-0162-0010

9 (9)
6655-0162-0010
 2016-12-12 - en

Figure 1:
MAN Energy Solutions

Drawing MOP Hydraulic System

6655-0175-0008

1 (9)
6655-0175-0008
 Drawing MOP Hydraulic System

2 (9)
6655-0175-0008

Figure 2:
6655-0175-0008
MAN Energy Solutions

2016-12-12 - en
 2016-12-12 - en

Figure 3:
MAN Energy Solutions

Drawing MOP Hydraulic System

6655-0175-0008

3 (9)
6655-0175-0008
 Drawing MOP Hydraulic System

4 (9)
6655-0175-0008

Figure 4:
6655-0175-0008
MAN Energy Solutions

2016-12-12 - en
 2016-12-12 - en

Figure 5:
MAN Energy Solutions

Drawing MOP Hydraulic System

6655-0175-0008

5 (9)
6655-0175-0008
 Drawing MOP Hydraulic System

6 (9)
6655-0175-0008

Figure 6:
6655-0175-0008
MAN Energy Solutions

2016-12-12 - en
 2016-12-12 - en

Figure 7:
MAN Energy Solutions

Drawing MOP Hydraulic System

6655-0175-0008

7 (9)
6655-0175-0008
 Drawing MOP Hydraulic System

8 (9)
6655-0175-0008

Figure 8:
6655-0175-0008
MAN Energy Solutions

2016-12-12 - en
 2016-12-12 - en

Figure 9:
MAN Energy Solutions

Drawing MOP Hydraulic System

6655-0175-0008

9 (9)
6655-0175-0008
 2016-12-13 - en

Figure 1:
MAN Energy Solutions

Drawing MOP Scavenge Air

6655-0180-0011

1 (13)
6655-0180-0011
 Drawing MOP Scavenge Air

2 (13)
6655-0180-0011

Figure 2:
6655-0180-0011
MAN Energy Solutions

2016-12-13 - en
 2016-12-13 - en

Figure 3:
MAN Energy Solutions

Drawing MOP Scavenge Air

6655-0180-0011

3 (13)
6655-0180-0011
 Drawing MOP Scavenge Air

4 (13)
6655-0180-0011

Figure 4:
6655-0180-0011
MAN Energy Solutions

2016-12-13 - en
 2016-12-13 - en

Figure 5:
MAN Energy Solutions

Drawing MOP Scavenge Air

6655-0180-0011

5 (13)
6655-0180-0011
 Drawing MOP Scavenge Air

6 (13)
6655-0180-0011

Figure 6:
6655-0180-0011
MAN Energy Solutions

2016-12-13 - en
 2016-12-13 - en

Figure 7:
MAN Energy Solutions

Drawing MOP Scavenge Air

6655-0180-0011

7 (13)
6655-0180-0011
 Drawing MOP Scavenge Air

8 (13)
6655-0180-0011

Figure 8:
6655-0180-0011
MAN Energy Solutions

2016-12-13 - en
 2016-12-13 - en

Figure 9:
MAN Energy Solutions

Drawing MOP Scavenge Air

6655-0180-0011

9 (13)
6655-0180-0011
 Drawing MOP Scavenge Air

10 (13)
6655-0180-0011

Figure 10:
6655-0180-0011
MAN Energy Solutions

2016-12-13 - en
 2016-12-13 - en

Figure 11:
MAN Energy Solutions

Drawing MOP Scavenge Air

6655-0180-0011

11 (13)
6655-0180-0011
 Drawing MOP Scavenge Air

12 (13)
6655-0180-0011

Figure 12:
6655-0180-0011
MAN Energy Solutions

2016-12-13 - en
 2016-12-13 - en

Figure 13:
MAN Energy Solutions

Drawing MOP Scavenge Air

6655-0180-0011

13 (13)
6655-0180-0011
 2016-12-09 - en

Figure 1:
MAN Energy Solutions

Drawing MOP Cylinder Lubrication

6655-0185-0011

1 (14)
6655-0185-0011
 Drawing MOP Cylinder Lubrication

2 (14)
6655-0185-0011

Figure 2:
6655-0185-0011
MAN Energy Solutions

2016-12-09 - en
 2016-12-09 - en

Figure 3:
MAN Energy Solutions

Drawing MOP Cylinder Lubrication

6655-0185-0011

3 (14)
6655-0185-0011
 Drawing MOP Cylinder Lubrication

4 (14)
6655-0185-0011

Figure 4:
6655-0185-0011
MAN Energy Solutions

2016-12-09 - en
 2016-12-09 - en

Figure 5:
MAN Energy Solutions

Drawing MOP Cylinder Lubrication

6655-0185-0011

5 (14)
6655-0185-0011
 Drawing MOP Cylinder Lubrication

6 (14)
6655-0185-0011

Figure 6:
6655-0185-0011
MAN Energy Solutions

2016-12-09 - en
 2016-12-09 - en

Figure 7:
MAN Energy Solutions

Drawing MOP Cylinder Lubrication

6655-0185-0011

7 (14)
6655-0185-0011
 Drawing MOP Cylinder Lubrication

8 (14)
6655-0185-0011

Figure 8:
6655-0185-0011
MAN Energy Solutions

2016-12-09 - en
 2016-12-09 - en

Figure 9:
MAN Energy Solutions

Drawing MOP Cylinder Lubrication

6655-0185-0011

9 (14)
6655-0185-0011
 Drawing MOP Cylinder Lubrication

10 (14)
6655-0185-0011

Figure 10:
6655-0185-0011
MAN Energy Solutions

2016-12-09 - en
 2016-12-09 - en

Figure 11:
MAN Energy Solutions

Drawing MOP Cylinder Lubrication

6655-0185-0011

11 (14)
6655-0185-0011
 Drawing MOP Cylinder Lubrication

12 (14)
6655-0185-0011

Figure 12:
6655-0185-0011
MAN Energy Solutions

2016-12-09 - en
 2016-12-09 - en

Figure 13:
MAN Energy Solutions

Drawing MOP Cylinder Lubrication

6655-0185-0011

13 (14)
6655-0185-0011
 Drawing MOP Cylinder Lubrication

14 (14)
6655-0185-0011

Figure 14:
6655-0185-0011
MAN Energy Solutions

2016-12-09 - en
 2016-04-07 - en

Figure 1:
MAN Energy Solutions

Drawing MOP System View I/O Test

6655-0190-0012

1 (6)
6655-0190-0012
 Drawing MOP System View I/O Test

2 (6)
6655-0190-0012

Figure 2:
6655-0190-0012
MAN Energy Solutions

2016-04-07 - en
 2016-04-07 - en

Figure 3:
MAN Energy Solutions

Drawing MOP System View I/O Test

6655-0190-0012

3 (6)
6655-0190-0012
 Drawing MOP System View I/O Test

4 (6)
6655-0190-0012

Figure 4:
6655-0190-0012
MAN Energy Solutions

2016-04-07 - en
 2016-04-07 - en

Figure 5:
MAN Energy Solutions

Drawing MOP System View I/O Test

6655-0190-0012

5 (6)
6655-0190-0012
 Drawing MOP System View I/O Test

6 (6)
6655-0190-0012

Figure 6:
6655-0190-0012
MAN Energy Solutions

2016-04-07 - en
 2016-04-07 - en

Figure 1:
MAN Energy Solutions

Drawing MOP Invalidated Inputs

6655-0195-0008

1 (2)
6655-0195-0008
 Drawing MOP Invalidated Inputs

2 (2)
6655-0195-0008

Figure 2:
6655-0195-0008
MAN Energy Solutions

2016-04-07 - en
 2016-02-11 - en

MAN Energy Solutions

Drawing MOP Network Status

6655-0200-0011

1 (1)
6655-0200-0011
 2016-12-12 - en

Figure 1:
MAN Energy Solutions

Drawing MOP Function Test

6655-0203-0007

1 (25)
6655-0203-0007
 Drawing MOP Function Test

2 (25)
6655-0203-0007

Figure 2:
6655-0203-0007
MAN Energy Solutions

2016-12-12 - en
 2016-12-12 - en

Figure 3:
MAN Energy Solutions

Drawing MOP Function Test

6655-0203-0007

3 (25)
6655-0203-0007
 Drawing MOP Function Test

4 (25)
6655-0203-0007

Figure 4:
6655-0203-0007
MAN Energy Solutions

2016-12-12 - en
 2016-12-12 - en

Figure 5:
MAN Energy Solutions

Drawing MOP Function Test

6655-0203-0007

5 (25)
6655-0203-0007
 Drawing MOP Function Test

6 (25)
6655-0203-0007

Figure 6:
6655-0203-0007
MAN Energy Solutions

2016-12-12 - en
 2016-12-12 - en

Figure 7:
MAN Energy Solutions

Drawing MOP Function Test

6655-0203-0007

7 (25)
6655-0203-0007
 Drawing MOP Function Test

8 (25)
6655-0203-0007

Figure 8:
6655-0203-0007
MAN Energy Solutions

2016-12-12 - en
 2016-12-12 - en

Figure 9:
MAN Energy Solutions

Drawing MOP Function Test

6655-0203-0007

9 (25)
6655-0203-0007
 Drawing MOP Function Test

10 (25)
6655-0203-0007

Figure 10:
6655-0203-0007
MAN Energy Solutions

2016-12-12 - en
 2016-12-12 - en

Figure 11:
MAN Energy Solutions

Drawing MOP Function Test

6655-0203-0007

11 (25)
6655-0203-0007
 Drawing MOP Function Test

12 (25)
6655-0203-0007

Figure 12:
6655-0203-0007
MAN Energy Solutions

2016-12-12 - en
 2016-12-12 - en

Figure 13:
MAN Energy Solutions

Drawing MOP Function Test

6655-0203-0007

13 (25)
6655-0203-0007
 Drawing MOP Function Test

14 (25)
6655-0203-0007

Figure 14:
6655-0203-0007
MAN Energy Solutions

2016-12-12 - en
 2016-12-12 - en

Figure 15:
MAN Energy Solutions

Drawing MOP Function Test

6655-0203-0007

15 (25)
6655-0203-0007
 Drawing MOP Function Test

16 (25)
6655-0203-0007

Figure 16:
6655-0203-0007
MAN Energy Solutions

2016-12-12 - en
 2016-12-12 - en

Figure 17:
MAN Energy Solutions

Drawing MOP Function Test

6655-0203-0007

17 (25)
6655-0203-0007
 Drawing MOP Function Test

18 (25)
6655-0203-0007

Figure 18:
6655-0203-0007
MAN Energy Solutions

2016-12-12 - en
 2016-12-12 - en

Figure 19:
MAN Energy Solutions

Drawing MOP Function Test

6655-0203-0007

19 (25)
6655-0203-0007
 Drawing MOP Function Test

20 (25)
6655-0203-0007

Figure 20:
6655-0203-0007
MAN Energy Solutions

2016-12-12 - en
 2016-12-12 - en

Figure 21:
MAN Energy Solutions

Drawing MOP Function Test

6655-0203-0007

21 (25)
6655-0203-0007
 Drawing MOP Function Test

22 (25)
6655-0203-0007

Figure 22:
6655-0203-0007
MAN Energy Solutions

2016-12-12 - en
 2016-12-12 - en

Figure 23:
MAN Energy Solutions

Drawing MOP Function Test

6655-0203-0007

23 (25)
6655-0203-0007
 Drawing MOP Function Test

24 (25)
6655-0203-0007

Figure 24:
6655-0203-0007
MAN Energy Solutions

2016-12-12 - en
 2016-12-12 - en

Figure 25:
MAN Energy Solutions

Drawing MOP Function Test

6655-0203-0007

25 (25)
6655-0203-0007
 2016-12-12 - en

Figure 1:
MAN Energy Solutions

Drawing MOP Troubleshooting

6655-0204-0008

1 (28)
6655-0204-0008
 Drawing MOP Troubleshooting

2 (28)
6655-0204-0008

Figure 2:
6655-0204-0008
MAN Energy Solutions

2016-12-12 - en
 2016-12-12 - en

Figure 3:
MAN Energy Solutions

Drawing MOP Troubleshooting

6655-0204-0008

3 (28)
6655-0204-0008
 Drawing MOP Troubleshooting

4 (28)
6655-0204-0008

Figure 4:
6655-0204-0008
MAN Energy Solutions

2016-12-12 - en
 2016-12-12 - en

Figure 5:
MAN Energy Solutions

Drawing MOP Troubleshooting

6655-0204-0008

5 (28)
6655-0204-0008
 Drawing MOP Troubleshooting

6 (28)
6655-0204-0008

Figure 6:
6655-0204-0008
MAN Energy Solutions

2016-12-12 - en
 2016-12-12 - en

Figure 7:
MAN Energy Solutions

Drawing MOP Troubleshooting

6655-0204-0008

7 (28)
6655-0204-0008
 Drawing MOP Troubleshooting

8 (28)
6655-0204-0008

Figure 8:
6655-0204-0008
MAN Energy Solutions

2016-12-12 - en
 2016-12-12 - en

Figure 9:
MAN Energy Solutions

Drawing MOP Troubleshooting

6655-0204-0008

9 (28)
6655-0204-0008
 Drawing MOP Troubleshooting

10 (28)
6655-0204-0008

Figure 10:
6655-0204-0008
MAN Energy Solutions

2016-12-12 - en
 2016-12-12 - en

Figure 11:
MAN Energy Solutions

Drawing MOP Troubleshooting

6655-0204-0008

11 (28)
6655-0204-0008
 Drawing MOP Troubleshooting

12 (28)
6655-0204-0008

Figure 12:
6655-0204-0008
MAN Energy Solutions

2016-12-12 - en
 2016-12-12 - en

Figure 13:
MAN Energy Solutions

Drawing MOP Troubleshooting

6655-0204-0008

13 (28)
6655-0204-0008
 Drawing MOP Troubleshooting

14 (28)
6655-0204-0008

Figure 14:
6655-0204-0008
MAN Energy Solutions

2016-12-12 - en
 2016-12-12 - en

Figure 15:
MAN Energy Solutions

Drawing MOP Troubleshooting

6655-0204-0008

15 (28)
6655-0204-0008
 Drawing MOP Troubleshooting

16 (28)
6655-0204-0008

Figure 16:
6655-0204-0008
MAN Energy Solutions

2016-12-12 - en
 2016-12-12 - en

Figure 17:
MAN Energy Solutions

Drawing MOP Troubleshooting

6655-0204-0008

17 (28)
6655-0204-0008
 Drawing MOP Troubleshooting

18 (28)
6655-0204-0008

Figure 18:
6655-0204-0008
MAN Energy Solutions

2016-12-12 - en
 2016-12-12 - en

Figure 19:
MAN Energy Solutions

Drawing MOP Troubleshooting

6655-0204-0008

19 (28)
6655-0204-0008
 Drawing MOP Troubleshooting

20 (28)
6655-0204-0008

Figure 20:
6655-0204-0008
MAN Energy Solutions

2016-12-12 - en
 2016-12-12 - en

Figure 21:
MAN Energy Solutions

Drawing MOP Troubleshooting

6655-0204-0008

21 (28)
6655-0204-0008
 Drawing MOP Troubleshooting

22 (28)
6655-0204-0008

Figure 22:
6655-0204-0008
MAN Energy Solutions

2016-12-12 - en
 2016-12-12 - en

Figure 23:
MAN Energy Solutions

Drawing MOP Troubleshooting

6655-0204-0008

23 (28)
6655-0204-0008
 Drawing MOP Troubleshooting

24 (28)
6655-0204-0008

Figure 24:
6655-0204-0008
MAN Energy Solutions

2016-12-12 - en
 2016-12-12 - en

Figure 25:
MAN Energy Solutions

Drawing MOP Troubleshooting

6655-0204-0008

25 (28)
6655-0204-0008
 Drawing MOP Troubleshooting

26 (28)
6655-0204-0008

Figure 26:
6655-0204-0008
MAN Energy Solutions

2016-12-12 - en
 2016-12-12 - en

Figure 27:
MAN Energy Solutions

Drawing MOP Troubleshooting

6655-0204-0008

27 (28)
6655-0204-0008
 Drawing MOP Troubleshooting

28 (28)
6655-0204-0008

Figure 28:
6655-0204-0008
MAN Energy Solutions

2016-12-12 - en
 MAN Energy Solutions 6655-0205-0008

MOP Set Time

2016-04-07 - en

6655-0205-0008
Drawing

Figure 1:

1 (3)
 6655-0205-0008 MAN Energy Solutions
MOP Set Time

2016-04-07 - en
6655-0205-0008
Drawing

Figure 2:

2 (3)
 MAN Energy Solutions 6655-0205-0008

MOP Set Time

2016-04-07 - en

6655-0205-0008
Drawing

Figure 3:

3 (3)
 MAN Energy Solutions 6655-0210-0012

MOP Version
2017-08-08 - en

6655-0210-0012
Drawing

Figure 1:

1 (3)
 6655-0210-0012 MAN Energy Solutions
MOP Version

2017-08-08 - en
6655-0210-0012
Drawing

Figure 2:

2 (3)
 MAN Energy Solutions 6655-0210-0012

MOP Version
2017-08-08 - en

6655-0210-0012
Drawing

Figure 3:

3 (3)
 2015-03-13 - en

MAN Energy Solutions

Drawing Engine Control System Diagram

7055-0150-0004

1 (1)
7055-0150-0004