CREATING PROGRESS

General sales specification

Neptune-II CPP
Propulsion control system

Scana Mar-El AS
 General sales specification
Neptune-II CPP

Ownership

All information, including drawings, pictures etc., contained in this document is the sole property of Scana
Mar-El AS. It must not be copied or reproduced wholly or partially in any form or by any means, and the
information contained within must not be communicated to a third party, without prior written permission of
Scana Mar-El AS.

Liabilities

Scana Mar-El AS strains to ensure that all information in this document are correct and precise, but disclaims
liability for any errors or omissions.

Warning

The equipment to which this manual applies must only be used for the purpose for which it was designed.
Improper use or maintenance may cause damage to the equipment and/or injury to personnel. The user
must be familiar with the contents of the appropriate manuals before attempting to operate or work on the
equipment.

Scana disclaims any responsibility for damage or injury caused by improper installation, use or maintenance
of the equipment.

Improvements

To assist us in making improvements to the product and to this manual, we welcome comments and
constructive criticism. Please send all such in writing to:

Scana Mar-El AS
Att: Product improvement E-mail: mar-el@scana.no
Storvegen 48 Telephone: +47 35 07 58 00
N-3880 Dalen Telefax: +47 35 07 58 01
Norway Web: www.mar-el.no / www.scana.no

Revision history

Rev. Description Initials Date

- Initial release HAL 13.10.2009
A Design update and some alterations HOK 01.04.2011
B Minor design update HOK 29.05.2013
C Updated product pictures BSV 04.03.2016
Neptune-II CPP - General sales specification en_B 04.03.2016

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Table of Contents
1 General ....................................................................................................................................................... 1
1.1 Main features ....................................................................................................................................... 1
1.2 Block diagram...................................................................................................................................... 2
1.3 System overview ................................................................................................................................. 3
1.4 CPU-cabinet ........................................................................................................................................ 3
1.5 Manoeuvre stations ............................................................................................................................. 4
2 The pitch control system ............................................................................................................................ 5
2.1 Control methods of pitch ..................................................................................................................... 5
2.2 Pitch output ......................................................................................................................................... 5
2.3 Pitch feedback ..................................................................................................................................... 5
2.4 Combinator mode ................................................................................................................................ 5
2.5 Ramp functionality ............................................................................................................................... 5
2.6 Automatic load control ......................................................................................................................... 6
2.7 Other pitch reductions and gains ........................................................................................................ 6
2.8 Miscellaneous ...................................................................................................................................... 6
3 The RPM control system ............................................................................................................................ 7
3.1 Control methods of RPM ..................................................................................................................... 7
3.2 RPM output ......................................................................................................................................... 7
3.3 Ramp functionality ............................................................................................................................... 7
3.4 Miscellaneous ...................................................................................................................................... 7
4 The clutch control system ........................................................................................................................... 7
4.1 Operation of clutches .......................................................................................................................... 7
4.2 Interlocks ............................................................................................................................................. 8
4.3 Valve outputs ....................................................................................................................................... 8
4.4 Indication of clutch state ...................................................................................................................... 8
4.5 Miscellaneous ...................................................................................................................................... 8
4.6 Special clutch/gearbox options (#) ...................................................................................................... 8
5 Special modes ............................................................................................................................................ 8
5.1 Shaft generator mode - Const. RPM mode adjustable from the main switchboard (PTO-mode) (#) . 8
5.2 Shaft generator as motor (PTI mode) (#) ............................................................................................ 9
5.3 Shaft generator alone as motor (PTH mode) (#) ................................................................................ 9
5.4 Speed pilot (#) ..................................................................................................................................... 9
5.5 Multiple main engines (#) .................................................................................................................... 9
5.6 Diesel-electric propulsion (#)............................................................................................................... 9
5.7 Start/stop control interface of external equipment (#) ....................................................................... 10
5.8 Feather mode (#)............................................................................................................................... 10
5.9 Limit RPM mode (#) .......................................................................................................................... 10
5.10 Gear protection (#) ............................................................................................................................ 10
5.11 Special mode control (#) ................................................................................................................... 10
6 External interfaces .................................................................................................................................... 10
6.1 Joystick-system (#)............................................................................................................................ 10
6.2 DP-system (#) ................................................................................................................................... 10
6.3 Interface to VDR (#) .......................................................................................................................... 10
7 Indication system ...................................................................................................................................... 11
7.1 General .............................................................................................................................................. 11
8 Backup system ......................................................................................................................................... 11
8.1 General .............................................................................................................................................. 11
8.2 Backup control on lever (#) ............................................................................................................... 11
8.3 Backup of RPM output (#) ................................................................................................................. 12
8.4 Hot backup (#) ................................................................................................................................... 12
9 User interface ........................................................................................................................................... 12
9.1 General .............................................................................................................................................. 12
9.2 Standard manoeuvre panel (single or double) .................................................................................. 12
9.3 Advanced manoeuvre panel (single or double) ................................................................................ 13
9.4 System set-up ................................................................................................................................... 13
9.5 Standard graphic display (standard control stations) ........................................................................ 13
9.6 Colour touch-screen (advanced control stations) ............................................................................. 14
10 Technical data....................................................................................................................................... 15
10.1 CPU-cabinet (main controller cabinet) and I/O-cabinets .................................................................. 15
10.2 Standard and ECR / Advanced manoeuvre panels .......................................................................... 16

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1 General
The Neptune-II CPP is a PLC based remote control system for propulsion for vessels with CP-propellers. It is
designed according to the fail-safe principle and is built up with a high level of redundancy. The system is
very user friendly, highly accurate, and advanced and flexible with many possibilities.

1.1 Main features

Control of (pr. side):
• Propeller pitch servo.
Standard interface: MAC-10x-Dxxxxx or CRAB-12 electromechanical actuator or Danfoss
proportional valve. Feedback from potentiometer or inductive sensor. Others on request.
• Main engine RPM order.
Standard interface: 4-20mA output to electronic governor. Others on request.
• Up to 6 clutches.
Standard interface: 24VDC outputs to bistable solenoid valves. Potential free contacts for
indication, interlocks etc. Others on request.

Indication:
• Propeller pitch.
• Propeller shaft RPM.
• Main engine RPM (requires input signal from main engine).
• Clutch status, operating mode, command position etc.
• Alarms and monitoring.

Manoeuvre stations:
• Standard manoeuvre stations with combinator lever and sun-readable graphic display.
• Advanced manoeuvre stations with combinator lever and extended user and set-up interface
utilising a 6,5” full colour sun-readable touch-screen.
• Indication of operation information, system information and messages on all stations.
• Very easy adoption of additional manoeuvre stands.

Other features:
• Responsibility shift system prevents jumps in pitch/combinator order at command transfer.
• Advanced load control of all engines and motors connected to the gear.
• Flexible mode control of propeller pitch, main engine RPM and clutches.
• Several combinator and load control curves for optimum performance.
• Quick and easy commissioning, diagnostics and service via user-friendly Windows software or the
built-in touch-screen.
• Bus communication between units reduces installation time and costs.
• Type approved by major classification societies.

Most common options:

• Sequence controlled soft clutches.
• PTO, PTI and PTH modes.
• Extended backup options, like hot backup.
• Speed pilot.
• Interface to joystick- and DP-systems, voyage data recorder (VDR) etc.
• Interface to a wide range of gear, propeller and main engine suppliers.
• Graphic visualisation of propulsion system.
• Custom specified modes.

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1.2 Block diagram

Example block diagram Neptune-II CPP simplex version including miscellaneous options.

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1.3 System overview

The system is designed according to the "fail safe" principle, and is as far as possible built up with a high
level of redundancy. The system is very flexible and highly accurate.

The system consists of one to seven control stations, a CPU-cabinet (main controller cabinet), and
necessary actuators and sensors. The CPU-cabinet is normally mounted easily accessible in the engine
control room. All peripheral units and external equipment are connected to the cabinet's internal terminal
blocks or via separate I/O-cabinets on suitable places. Installation time and costs are reduced due to
extensive use of serial communication.

The following units may be included:

Unit No. Mounted where Mounted by Option
CPU-cabinet 1/2 Easily accessible in the Yard / installation company
engine control room
Manoeuvre station 1-7 Bridge console / ECR Yard / installation company
Pitch actuator 1/2 Gear Gear supplier / yard
Speed sensor shaft RPM 1/2 Propeller shaft Gear supplier / yard
Analogue indicators Bridge console / ECR Yard / installation company #
External lever 1/panel E.g. chair in conning Yard / installation company #
position
Extra visualisation display 1/panel Bridge console Yard / installation company #
Decentralised I/O-cabinets 1 - 10 / On suitable places (gear, Gear supplier / yard / #
2 - 20 engine, MSB, bridge) installation company
I/P-converter 1/2 Near (not directly on) Engine maker / yard #
main engine
RPM actuator 1/2 Main engine Engine maker / yard #
Separate pitch feedback unit 1/2 Gear Gear supplier / yard #

Note: No. 1 / 2 means one for simplex systems and two for duplex. # means option.

Cables, cabling and installation/mounting is not included (normally yard delivery). 3 sets of documentation in
the English language are included, each consisting of system drawings and descriptions.

The starboard and port sides of a duplex system are identical and galvanically isolated from each other.
Unless otherwise noted, the following description is valid for one side (one system).

1.4 CPU-cabinet
The CPU-cabinet (main controller cabinet), is powered from two separate independent 24VDC supplies per
side. All internal operating voltages are galvanic isolated from the external power supplies. All fuses, internal
voltages and internal earth faults are monitored.

The system has the following alarm outputs:

• Voltage failure, potential free NC contact.
• System failure, potential free NC contact.
• Additional alarm outputs are available on request.

The CPU-cabinet contains two control units: a main controller and an indication and backup controller.

The main controller has all the necessary functions for remote control of a controllable pitch propeller
system.

The indication controller handles indication of system values. These values are shown on manoeuvre panels
on the bridge and in the engine control room. The indication controller also functions as a backup system in
case the main controller or other parts of the main control system malfunctions. Each controller has its own
separate I/O.

The I/O-signals are connected directly to the CPU-cabinet or to optional serial bus connected distributed I/O-
cabinet(s) for reduced cabling.

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1.5 Manoeuvre stations

The manoeuvre stations are of standard or advanced type with pitch/RPM control levers on bridge panels
and rotary controls on the ECR-panel, graphic displays, and push-buttons for various functions.

All manoeuvre stations include a graphic display. During normal operation important information such as
propeller pitch, propeller shaft RPM, running mode, operating and warning messages etc. are displayed. The
graphic display unit in the advanced control stations is a high-resolution 6,5” colour touch-screen with several
additional functions such as trending, advanced alarm log, commissioning menus etc.

See pictures below, chapter 9.2, 9.3 and panel layouts for details.

Standard single and double bridge panels:

Advanced double bridge panel:

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Single and double ECR panels:

2 The pitch control system

2.1 Control methods of pitch

Different possibilities to control the propeller pitch:
• Control of pitch by control lever on the bridge panel(s) or by rotary controls on the ECR-panel.
• Analogue external input from e.g. a joystick- or DP-system (option).
• Calculated order from a speed pilot (option).
• In backup mode control of pitch is by push-buttons on the panel (see chapter 8).
• As an option, the backup mode can use control levers for pitch movement.

2.2 Pitch output

The pitch servo is normally position by an electromechanical actuator and a pitch feedback unit. Force and
operating speed are adjustable. Standard actuator is MAC-102-Dxxxxx with a built-on feedback unit. This
has a maximum stroke length of 100 mm. Other stepper-motor driven actuators may also be used.

Alternatively the system can be delivered with an integrated interface to Danfoss proportional valve to
position the servo. Other interfaces on request.

2.3 Pitch feedback

Feedback input from pitch position may either be potentiometer (e.g. 1-5kΩ), voltage (e.g. ±10VDC) or
current (e.g. 4-20mADC) from e.g. an inductive sensor.

2.4 Combinator mode

A single lever can control both engine RPM and propeller pitch in 'Combinator mode'. Four sets of
combinator curves are available to make an optimal ratio between pitch and RPM when running in
combinator mode.

2.5 Ramp functionality

A set of pitch ramp curves makes it possible to control the pitch speed.

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2.6 Automatic load control

The engine load is monitored by the automatic load control. The propeller pitch is automatically limited to
prevent overload situations.

The load control consists of three main features:

• An advanced PID controller will keep the pitch reduced to the maximum calculated allowed load of
the engine(s). The calculated load is based on the load signal from the engine and the RPM. Four
sets of calculation (load curves) are available.
• A dynamic overload controller will prevent the propeller pitch from oscillating e.g. if the vessel is
sailing in rough sea.
• A pitch speed slowdown function (after an overload situation) will reduce the pitch speed when the
engine is close to max load.

2.7 Other pitch reductions and gains

Six fixed pitch reductions are available in the system, activated by potential free contacts. Reduction level for
each is adjustable in the system. Pitch reduction may for instance be used as slowdown or to automatically
reduce the propeller pitch when engaging units connected to PTO's. They can also be used to reduce pitch
according to available power (diesel-electric).

An analogue pitch reduction (0-10VDC or 4-20mADC input), normally controlled by the load of the shaft
generator. The reduction level is adjustable in the system.

A boost function is available. E.g. if a PTI clutch is engaged, the maximum load can be increased. Makes it
possible to achieve e.g. 110% pitch. Can also be used to reduce the pitch operating span, i.e. if higher
resolution of the lever movement is desired.

A pitch reduction can be applied from the ECR panel. This is used when the vessel is heavily loaded, in
rough weather conditions, or if the engine needs extra protection.

2.8 Miscellaneous

2.8.1 Release pitch actuator

If the servo oil pressure is low and the clutches are disengaged, the pitch actuator will be electrically
disconnected.

An external contact from a servo pressure switch is needed. The pressure switch is delivered from the gear
supplier. The switch is mounted to sense the pressure both from the main pump and from an auxiliary pump.

An optional manual on-off switch beside the gearbox will also release the pitch electrically to make it possible
to move the pitch servo by hand in an emergency situation.

2.8.2 Wrong way detection (#)

If the pitch is moving in wrong direction due to system failure, it will be detected as a runaway situation. If the
pitch is not moving when a new order is given, it's a stall situation.

A pitch runaway situation will cause the system to enter the backup mode and give alarm. A stall situation
will give an alarm.

2.8.3 Adjustments

Commissioning of the pitch control system may include adjustments of the combinator curve(s), zero and
max pitch position, operation speed of pitch and the load control function.

Drifting of zero pitch position or max. load position due to mechanical wear and tear can easily be corrected
by adjustments from the touch-screen in the ECR panel.

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3 The RPM control system

3.1 Control methods of RPM

Different possibilities to control the engine RPM:
• Control of RPM by control lever on the bridge panel(s) or by rotary controls on the ECR-panel.
• In combinator mode the RPM output will change according to one of four combinator curves. The
selection of a curve depends on modes and configuration of the system.
• The system has two constant RPM functions, which are activated by push-buttons or potential free
contacts. The constant RPM setting can either be fixed or an analogue input from e.g. the main
switchboard.
• Calculated combinator order from a speed pilot (option).
• Optionally, the backup mode can use push-buttons or control levers for RPM control.

3.2 RPM output

The system gives a RPM order to the main engine(s), hereafter called “RPM output”.

The system has several interfaces for the RPM output:

• Analogue galvanic isolated output 4-20mADC signal to an electronic governor on the main engine.
Other outputs on request.
• If the main engine is equipped with pneumatic governor, the RPM control is achieved by a
4-20mADC signal to an optional I/P-converter connected to governor. Standard output pressure
0-5bar alternatively 0,5-5,5bar.
• Output to a mechanical governor can also be delivered as an option. The RPM are then operated
by an electromechanical RPM-actuator. The actuator has a maximum stroke length of 90 mm.

3.3 Ramp functionality

A set of RPM ramp curves makes it possible to control the RPM speed setting output.

3.4 Miscellaneous
The RPM control system can be set up to automatically increase the idle RPM when the clutch is engaged.
The value of the idle rise is adjustable. It is used specially on engines with low power at low RPM.

If the combinator lever is moved fast from ahead to astern (and vice versa), a crash stop function will prevent
the RPM output from increasing until the propeller pitch has passed through the zero position.

NB! A RPM-signal from the engine system is required for true engine RPM indication, normally 0-10VDC or
4-20mADC.

4 The clutch control system

Control of up to six clutches available. With configurations of more than four standard clutches or two soft
clutches it is necessary to use a separate I/O-cabinet.

4.1 Operation of clutches

May be operated by either:
• Push-buttons on the manoeuvre panel (one push-push button or separate engage/disengage
buttons). For safety reasons the buttons can be secured with an additional “activate” button.
• Potential free input contacts.
• Automatic engaging / disengaging sequences (as a part of a special clutch sequence).

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4.2 Interlocks
The main clutch may be 'Zero Pitch' and 'High RPM' interlocked as standard. Other external interlock
conditions may be included.

4.3 Valve outputs

The system has outputs to astable or bistable potential free solenoid valves. Output: 24VDC, max. 2A.

Analogue output to soft clutches controlled by analogue operated valves is also available (as a part of a
special clutch sequence).

4.4 Indication of clutch state

To get a true indication of the clutch state, the system requires a potential free NO contact from a pressure
switch sensing the clutch pressure. The pressure switch is delivered by the clutch supplier. The switch
should be adjusted to close when the clutch is engaged.

An analogue signal from the clutch pressure can also be used (as a part of a special clutch sequence).

4.5 Miscellaneous
The system has an output from a potential free contact giving information about the clutch state. Normally
used to interlock starting of the main engine.

The system has an input for disengaging the clutch from a potential free contact, 'Emergency clutch out'.

4.6 Special clutch/gearbox options (#)

The emergency clutch out function may also demand monitored circuits with alarm outputs to comply with
the DP2 classification demands. (#)

Special clutch sequences can be implemented, such as electrically controlled soft clutches, advanced
interlock systems and automatic engage/disengage sequences. (#)

It is also possible to acquire more information from the gearbox, like temperatures and pressures, that can
be trended and logged together with already existing system information in the touch-screen or the commis-
sioning software. This is a useful tool for service and maintenance of the gear and propeller system. (#)

5 Special modes
Several optional special modes are available. Short descriptions are given below. Alterations or other modes
and functions are available on request.

5.1 Shaft generator mode - Const. RPM mode adjustable from the main switchboard (PTO-
mode) (#)
If configured to include shaft generator mode, the constant RPM can be adjusted within a specified range by
an analogue output from a control device, potentiometer etc. Otherwise the constant RPM is adjusted locally
in the RPM system or by digital inputs.

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Constant RPM:
1. Activation of constant RPM mode from engine control room panel only, push-push button with light.
Indicating lights on the bridge panels.
2. The constant RPM function delivers a potential free closed contact when it is activated. It can be
used to interlock engaging of shaft generator when constant RPM mode is deactivated.
3. A potential free input closed contact can be used as interlock to prevent deactivation of the
constant RPM function when the shaft generator is engaged.

5.2 Shaft generator as motor (PTI mode) (#)

When a shaft generator is used as a motor in addition to the main engine, a separate load control set will
supervise this motor. Highest loaded engine (main engine or shaft generator as motor) will reduce the pitch if
necessary.

As there will be more power available a pitch boost function will make it possible to achieve more than 100%
pitch.

5.3 Shaft generator alone as motor (PTH mode) (#)

In a “take me home” situation a reduced maximum pitch set together with the load control will make it
possible to have the shaft generator as the only propulsion engine. Different kinds of clutch interlocks may be
used.

5.4 Speed pilot (#)

A speed pilot control is available to hold a constant speed. A speed signal (NMEA or analogue 4-20mADC)
must be present. Normally speed over ground (SOG) is used.

'Increase', 'Decrease' and 'Set' buttons will set the speed from the bridge panel in command. Moving the
lever will deactivate the speed pilot.

5.5 Multiple main engines (#)

E.g. tandem, father-son etc. Up to four engines in total. Each engine will be monitored, the highest loaded
engine will be used for load control and the pitch will be reduced if needed.

In addition, it is possible to optimise the economical running of the engines depending on how many engines
are engaged to the propeller, by using different combinator curves and boost functions.

5.6 Diesel-electric propulsion (#)

Examples:

1. Inverter control.
This includes interface to frequency inverters, such as RPM orders and start/stop signals.

2. Multi-winded electrical propulsion.

In order to control the RPM of a multi-winded motor, the system may convert the analogue RPM
output into a set of digital outputs controlling the electrical connection of windings. In addition
hysteresis and a limit of RPM change may be implemented in order to protect the motor and
equipment.

3. Available power control.

In diesel electric systems where available power is varying depending on engaged and loaded
generators, the maximum obtainable pitch will be reduced by a combination of several pitch limits.
An analogue signal of available power may also be used to reduce the maximum obtainable pitch.
To ensure a correct reduction, it will be adapted to the propeller curve.

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5.7 Start/stop control interface of external equipment (#)

This is a start/stop interface of equipment with feedback, e.g. servo-pumps etc.

5.8 Feather mode (#)

The function increases the propeller pitch to the sailing position. Interlocked when the clutch is engaged.
Activated with a push button.

5.9 Limit RPM mode (#)

Limit RPM function (floating frequency) is available, i.e. limited RPM output span from RPM lever (e.g.
corresponding to 50 to 60Hz from the shaft generator).

5.10 Gear protection (#)

In cases where available power from engines is greater than the gearbox can handle, the control of pitch will
prevent overloading of the gear/propeller system.

5.11 Special mode control (#)

Customer specific functions.

6 External interfaces
Optional external interfaces. Others than those described may possibly be delivered on request.

6.1 Joystick-system (#)

Interface to joystick-system can be delivered. Galvanic isolated ±10VDC or 4-20mADC order signal and
hand-shaking via potential free contacts (i.e. 'Call' and 'Ready' signals).

6.2 DP-system (#)

Interface to a DP-system can be delivered. The interface depends on make and type of the DP and must be
sorted out in each individual case. Simplest interface is similar to standard interface to joystick-system.

Outputs like pitch feedback, actual pitch order etc. can be given to the DP-system.

6.3 Interface to VDR (#)

The standard interface to VDR includes propeller pitch order, propeller pitch feedback, main engine RPM
order and propeller shaft RPM (pitch ±10VDC, RPM 0-10VDC). Other data may be given on request.

The parameters may also be given via a standard NMEA interface according to the NMEA protocol standard
and Scana Mar-El defined telegrams.

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7 Indication system

7.1 General
The propeller pitch, propeller shaft RPM, engine RPM and miscellaneous operating information are shown
with digits on all manoeuvre panels. In addition do graphic indicators show the propeller pitch. The
indications are designed according to ISO 22554, ISO 22555 and EN60945.

Extra analogue or digital indicators may be connected to the panels and mounted on suitable places on the
bridge or engine control room.

The propeller pitch and propeller shaft RPM are measured, transferred and displayed independently of the
main control system, and shown continuously on the displays.

The pitch indicators are scaled in percent of max. adjusted pitch. The propeller pitch is measured with a
position sensor at the pitch servo system, separately mounted or as an integrated part of the pitch actuator.

The RPM indicators are scaled in true RPM. The propeller shaft RPM is usually measured with an inductive
pick up sensor counting bolts on the rotating shaft (outgoing). The engine RPM is normally received from the
engine control unit (i.e. the main engine control/governing system).

8 Backup system

8.1 General
The standard control of pitch in backup mode is from three buttons placed in a ring in the panels.

The buttons are:

• 'Backup on'. Press and hold until state is changed. Switches backup control on and off.
• 'Pitch ahead'. Press to move the pitch servo ahead. Button is marked with an arrow in correct
direction.
• 'Pitch astern'. Press to move the pitch servo astern. Button is marked with an arrow in correct
direction.

If a system failure occurs, the ring around the buttons will be lit red and a buzzer will sound. At the same time
the pitch control will automatically be transferred to the push-button operated backup control.

The pitch will move at a predefined speed as long as the pitch ahead or pitch astern button is pressed. When
the button is released the backup controller will hold the pitch in position.

The RPM output will still be controlled from the main controller and thereby follow the control lever in
command or the constant RPM order. If the system failure is causing a failure in the RPM output, the RPM
output will be frozen. This function will prevent a blackout in case the shaft generator is engaged.

If it is necessary to operate the pitch manually at the gear, the positioning actuator or valve must be
deenergised by operating the 'Local Control Pitch' switch.

8.2 Backup control on lever (#)

It is possible to control the pitch and RPM from the control lever in a backup situation. To do this it is
necessary to have double analogue pitch feedback sensors and also double potentiometers in the levers.
The main and backup system will always be fully independent. This ensures normal operating conditions
also in most emergency situations.

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8.3 Backup of RPM output (#)

Only available in combinator mode, not with separate RPM lever control unless backup control on lever is
chosen.

Depending on RPM mode when the system is entering backup the RPM output will act as follows:
1. If the system is in combinator mode, the RPM output will follow the pitch movement according to
the actual combinator curve.
2. If the system was in constant or limit RPM mode, the RPM output will be frozen.

8.4 Hot backup (#)

In cases where more safety is needed, extra backup and redundancy may be applied such as:
• Backup control on pitch lever and backup of RPM output on same lever (see above).
• Doubled actuator driver electronics.
• Doubled cabling to pitch actuator/valve.
• Control of clutches from backup controller.
• Other customer defined backup functions.

9 User interface

9.1 General
The manoeuvre panels are quick and easy to connect to the system. Two serial communication cables and
two power cables are all that is needed. All panels can be connected to the same cables in series.

Only one panel is in command at any time. A transfer of command from one panel to another is executed
with the 'In Command' and 'Transfer Command' buttons. Pressing 'In Command' will transfer the command
when control levers are in equal position. If needed, an acceptance from the panel that has the command is
given by pressing 'Transfer Command'. Emergency transfer to ECR-panel does not require acknowledge-
ment from other panels.

If the control levers are at different positions, help to equalise the orders is given in the display, together with
audible warning.

9.2 Standard manoeuvre panel (single or double)

The panels are designed to be compact, innovative, user-friendly and modern.

Content of a standard panel:

• Lever (separate RPM lever is an option #).
• Standard graphic display (double-> x 2) (see chapter 9.5).
• Command transfer and alarm silence buttons (double-> x 2).
• Backup buttons (double-> x 2).
• Programmable buttons e.g. clutch in/out etc. (double-> x 2).
• Light dimming and lamp test buttons.
• Programmable indicator LEDs for mode indications etc. (double-> x 2).

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9.3 Advanced manoeuvre panel (single or double)

The ECR-panel must always be an advanced manoeuvre panel.

Content of an advanced panel:

• Lever (Bridge panels. Separate RPM lever is an option #).
• Separate rotary order potentiometers for pitch and RPM. (ECR-panel. Lever as option #)
• 6,5” full colour touch-screen (double -> x 2) (see chapter 9.6).
• Command transfer and alarm silence buttons (double-> x 2).
• Backup buttons (double-> x 2).
• Programmable buttons e.g. clutch in/out etc. (double-> x 2).
• Light dimming and lamp test functions from the touch-screen.

Can also be used on the bridge with a sun readable touch-screen. (#)

With this display a large number of features may also be available on the bridge; trending, visualisation of
gear, extra buttons/settings etc. See chapter 9.6 for further details.

9.4 System set-up

Access to all system parameters from the ECR-panel using the built-in 6,5" touch-screen.

PC-software with extended features like adjustment wizards, parameter comparing and copy functions etc.
can be used to make a fast and secure set-up of the system during sea trials and service.

Automatic calibration of pitch positions, load control functions etc. makes the set-up easier and quicker.

Lever calibration, panel address and mounting direction of panel can easily be changed from the actual
panel display.

Separate I/O-cabinets give several benefits during test and set-up in addition to less cabling costs:
• The I/O at the gear may be tested complete already at the manufacturer.
• Short distance between the controller equipment, the sensors and actuators makes it easier to test
and troubleshoot.
• Easier to add more components to the system in the future.

9.5 Standard graphic display (standard control stations)

The graphic display in the standard manoeuvre panels shows operational parameters and status information
during normal operation. It is also the output unit of the extensive warning and error checking system. The
system gives as far as possible self-explanatory information, messages, warnings etc.

During operation useful information and help is given, e.g. during command transfer help for equalling the
order levers etc. will show up.

When the backup system is active this is shown in the display. If the backup system was activated
automatically due to a system error, a descriptive message is given.

Values / states shown in the display:

• PITCH FEEDBACK is the actual pitch value. It is shown both by a bar graph and a numeric value.
• PITCH SETTING is the order given by the pitch (combinator) order lever.
• PROPELLER SHAFT SPEED is the actual speed of the propeller shaft.
• ENGINE SPEED is the actual engine speed. Separate signal from the main engine (true indication)
or calculated ('Propeller shaft speed' x 'Gear ratio').
• LOAD INDICATION is the actual load of the system calculated by the automatic load control
system.

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• PITCH REDUCTION shows if and by how much the pitch is reduced. For instance, the pitch may
be reduced by the automatic load control system, by a fixed or an analogue pitch reduction, by a
load signal from the main switchboard etc.
• COMMAND POSITION shows the station command (whether the station is in command or not is
also shown by the light in the 'In Command' push-button).
• OPERATING MODE shows the current active operation mode. This is also indicated by light in the
buttons used to select operation modes. Most common modes are 'Combinator', 'Separate',
'Constant RPM' and 'Local Control'.
• SYSTEM STATUS gives information about the system condition (warnings, alarms etc.).
• MESSAGES will appear in a window covering parts of the graphics display. The propeller pitch
feedback indication and the propeller shaft RPM will be shown if available. Note that most
messages will require the 'Acknowledge' button to be pressed by the operator. There is a buffer in
the display of the last 10 active and unacknowledged messages. This makes it possible to resolve
the order of incoming messages.
• NAVIGATION BUTTONS makes it is possible to navigate in the menus and enlarge information.

9.6 Colour touch-screen (advanced control stations)

A 6,5" full colour touch-screen is located in the engine control room panel. Optionally these displays can be
located on the bridge, separately mounted or integrated in an advanced bridge panel.

The touch-screen shows the same information as the standard display, but there will be several extra
features in addition:
• TREND information of the most common values.
Historic information of pitch feedback, RPM, orders, load etc. will be saved in the display and
shown in curves on the screen. Can be exported to a standard USB memory stick.
• ALARM system with extended information.
Saving alarm text with time of appearance, acknowledge and inactive. Can be exported to USB
memory stick.
• TOUCH buttons and analogue limit values available in the screens. (#)
Almost “unlimited” number of buttons and adjustable values available.
• VISUALISATION of the gear, clutch and propeller system. (#)
Makes it possible to visualise the complexity of the gearbox with clutches, interlocks etc. Contents,
states and values will be shown in "picture" on the screen. Control of the clutches can be done by
touch-buttons directly in the "picture".
• SET-UP menus of the system.
All commissioning values of the system are accessible in various menus, protected by different
password levels. E.g. a chief engineer can have access to adjust the "zero" and "maximum" pitch,
while more advanced settings demands authorised service personnel. Anyhow this makes it easy
during commissioning and service.
• LOGGING of data based on events
Strategic data will be saved continuously and in case of an event (alarms etc.), the data can be
copied to an USB memory stick and thereby e-mailed to service personnel for investigation and
help to resolve the situation.
• EXPORT and IMPORT of commissioning values with an USB memory stick
In case of need for evaluation and adjustment of advanced commissioning values, it is possible to
export the actual values of the system to an USB memory stick and e-mail it to authorised service
personnel. The actual parameters can then be evaluated and updated/changed and mailed back to
the vessel. By entering a simple menu in the touch-screen, e.g. the chief engineer can import the
new values to the system.

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10 Technical data

10.1 CPU-cabinet (main controller cabinet) and I/O-cabinets

CPU- Power supply Voltage 2 x 24VDC (+25%, -20%). Must be completely separate
cabinet and independent!
Power consumption Maximum 10A.
Enclosure Rating IP66.
Material Steel.
Size H x W x D 800 x 600 x 260 mm.
I/O Digital inputs External inputs must be potential free, internal source (-)
input is used.
Digital outputs Potential free relay contacts to external equipment.
External 24VDC/2A output to solenoid valves etc.
Analogue inputs ±10V, 0-10V, 2-10V, ±20mA, 0-20mA, 4-20mA (all DC)
Signal failure detection when possible.
Analogue outputs As above, galvanically isolated to external equipment.
Special outputs Danfoss standard proportional valve interface.
(Examples) Mechanical pitch actuator, 100mm stroke.
Mechanical RPM governor actuator, 90mm stroke.
I/P-converter 0-5bar (0,5-5,5) for pneumatic RPM
governor.
Panels Type Advanced or standard.
No of panels Main-, ECR- and 5 slave panels (i.e. max 7).
Decentralised Type Profibus DP.
I/O No of slaves Prepared for 10 I/O-cabinets.
Cable E.g. Miltronic Profibus (L2/FIP-DP).
Ethernet Cable E.g. Draka ToughCat S/FTP.
I/O-cabinet Power supply Voltage Internal and external 24VDC from the CPU-cabinet.
Power consumption Depending on I/O.
Enclosure Rating IP66.
Material Steel.
Size H x W x D 400 x 500 x 210 mm.
I/O Digital inputs External inputs must be potential free, internal sink (+)
input is used.
Digital outputs Potential free relay contacts to external equipment.
External 24VDC/2A output to solenoid valves etc.
Analogue inputs ±10V, 0-10V, 2-10V, ±20mA, 0-20mA, 4-20mA (all DC)
Signal failure detection when possible.
Analogue outputs ±10V, 0-10V, 2-10V, ±20mA, 0-20mA, 4-20mA (all DC).

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10.2 Standard and ECR / Advanced manoeuvre panels

Standard Power supply Voltage Internal 2 x 24VDC from the CPU-cabinet.

manoeuvre Power consumption 0,4A.
panel Enclosure Rating IP55 in front when mounted, IP20 in back (IP56 in front
as option).
Material UV-protected front and marine corrosion resistant
aluminium.
Size W x H 255 x 285 mm (double 385 x 285 mm).
Cut-out W x H 225 x 255 mm (double 355 x 255 mm).
Communicat- Communication to 2 x RS-485 serial Modbus communication.
ion the CPU-cabinet Cable must be of twisted pair e.g.
External touch- RS-485 serial Modbus communication
screen (and Ethernet communication to the CPU-cabinet).
I/O Digital I/O 10 external buttons with LED's may be connected to
(#) digital I/O.
Potential free outputs for external command transfer.
Analogue inputs 1 external 0-5VDC input. Connect only internally or to
(#) individually galvanically isolated inputs/equipment!
Analogue outputs 4 x ±10VDC outputs to indicators or VDR. Connect only
(#) to individually galvanically isolated outputs/equipment!
Power supply Voltage Internal 2 x 24VDC from the CPU-cabinet.
ECR / Power consumption 0,6A.
Advanced Enclosure Rating IP55 in front when mounted, IP20 in back (IP56 in front
manoeuvre as option).
panel Material UV-protected front and marine corrosion resistant
aluminium.
Size W x H 275 x 315 mm (double 485 x 315 mm).
Cut-out W x H 245 x 285 mm (double 455 x 285 mm).
Communicat- Communication to 2 x RS-485 serial Modbus communication.
ion the CPU-cabinet Cable must be of twisted pair e.g.
Industrial Ethernet.
I/O Digital I/O 10 external buttons with LED's may be connected to
(#) digital I/O.
Potential free outputs for external command transfer.
Analogue inputs 1 external 0-5VDC input. Connect only internally or to
(#) individually galvanically isolated outputs/equipment!
Analogue outputs 4 x ±10VDC outputs to indicators or VDR. Connect only
(#) to individually galvanically isolated inputs/equipment!

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