Alphatronic Remote Control System - MAN Diesel & Turbo

Alphatronic Remote Control System
Contents Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Ship’s Propulsion Power – controlled by Alphatronic . . . . . . . . . . . . . . . . . 5
Evolution of control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Accumulated expertise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Control is crucial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Inherent advantages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
The engine and propeller manufacturer’s advantage . . . . . . . . . . . . . . . . . . . . . 6
Alphatronic Remote Control System – General . . . . . . . . . . . . . . . . . . . . . . . 7
Plant configurations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Included in the system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Engine equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Primary control function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
In case of emergency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Load control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Control lever order and command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Load program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Manoeuvre Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Mode of operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Separate mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Combined mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Constant speed mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Bridge and bridge wing manoeuvre panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Manoeuvre distribution between bridge panels . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Engine control room manoeuvre panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Manoeuvre responsibility panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Special Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Shaft alternator panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Shaft alternator speed control with Power Management . . . . . . . . . . . . . . . . . . 20
Load limiter panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Control and Interface Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Alphatronic control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Interface unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Load program unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Noise suppression unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Power supply unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
External systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Layout examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Optional instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Cable plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Commissioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Instruction Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
31
1

Introduction
The purpose of this Product Information
Manual is to act as a guide line in
the project planning and the layout of
Alphatronic Remote Control Systems.
The manual gives a description of the
system in general, standard control elements
and options available for tailoring
a remote control system for the individual
vessel and its propulsion system
configuration, operating modes and
manoeuvre stations.
Our product range is constantly under
review, being developed and improved
according to present and future requirements
and conditions.
We therefore reserve the right to make
changes to the technical specifications
and data without prior notice.
Alphatronic Remote Control Systems
are usually specified together with MAN
B&W Controllable Pitch propellers.
The propeller programme may be studied
in separate literature.
3

Ship’s Propulsion Power –
controlled by Alphatronic
MAN B&W Diesel A/S, Alpha Diesel
launched the first CP propeller as part
of a propulsion system in 1902. A complete
package including engine, clutch,
shafting and propeller. A package
where all control and manoeuvre actions
were carried out, in accordance
with the standards of that time, locally
by hands–on.
Evolution of control
In view of the following years of development,
not only in the physical dimensions
of the ships, but also in the propul-
2044352–9.0
sion equipment itself, – the control and
manoeuvre actions shifted from local to
remote by means of different intermediates.
These intermediates developed
from mechanical push/pull rod systems,
flexible cable systems, pneumatic
systems up till today’s electronic
systems. Year by year, both the operator
and the equipment itself required
more and more sophisticated control
systems for economical cruising at various
operating modes, engine load sharing
etc.
Accumulated expertise
Since 1902, more than 6000 propellers
Fig 1 : Two–stoke propulsion package (4S70MC, VBS 1680)
and propulsion packages have gone
into service – operated by various types
of MAN B&W Alpha control systems.
Today’s standard for MAN B&W CP
propellers and propulsion packages is
the well–proven electronic remote control
system, Alphatronic.
Since its introduction in 1982, more
than 700 systems have been delivered
for a wide range of propulsion plant
combinations with two–stroke engines
and propellers, four–stroke engines, reduction
gearboxes and propellers for
the output range up to 15,000 kW
(20,400 bhp) per propeller.
5

Control is crucial
In the process of projecting and estimating
propulsion systems, the associated
control system is a ‘soft’ item frequently
handled with less attention. The
remote control system is often regarded
as a necessary auxiliary element
that just follows the primary propulsion
elements. But the fuel and
propulsion efficiency of the ‘hard’ engine
and propeller elements are, however,
undermined – without the correct
matching and performing control system
!
Inherent advantages
A tailored Alphatronic control system
ensures:
� Safe control of the propulsion plant
and reliable manoeuvring of the ship
� Economic operation due to optimized
engine/propeller load control
� Quick system response and efficient
CP propeller manoeuvrability
2044353–0.0
6
� Load changes controlled in such a
way that the governor always keeps
the engine speed within the range required
� Good long–term engine performance
due to overload protection
� Thermal protection of the engine via
controlled running–up programmes
� Environmental friendliness due to
balanced manoeuvring dynamics
during acceleration with minimal
smoke emission
� Flexibility and individual customization
due to modular system principles
� Project support, simple installation
procedures and safe commissioning
� Minimal service and maintenance requirements
� User–friendly operator functions due
to logic and ergonomic design of control
panels
� Overall system reliability and durability
– type approved by all major classification
societies
Fig 2 : Four–stroke propulsion package (6L40/54, VBS 1180)
The engine and propeller manufacturer’s
advantage
In general, the control system acts as
the central propulsion package element,
being in charge of the remaining
propulsion package elements, their coherence
and their interaction with one
another.
The knowledge inherent in the Alphatronic
systems, accumulated during 15
years of service:
� Full knowledge of all propulsion package
elements
� Full knowledge of two–stroke and
four–stroke engine design
� Full knowledge of CP propeller design
� Full knowledge regarding overall operating
economy, long term performance,
load characteristics and system
dynamics
– makes all the difference.

Alphatronic Remote Control
System – General
With this electronic remote control system
it is possible for the navigator to
manoeuvre the ship from the bridge.
The navigator may operate the control
system without consideration for the
engine load condition, since the system
ensures automatic engine overload
protection.
When needed, the manoeuvre responsibility
may be transferred from the
main bridge panel to the bridge wing
panels or to the control room panel.
Plant configurations
The Alphatronic remote control system
is designed for propulsion plants consisting
of a CP propeller and a two–
stoke or a four–stroke engine in several
plant configurations. From the relatively
simple plant shown in fig 3 to many different
and more complex configurations,
eg multiple engines on one gearbox
or multiple propeller plants.
7

Included in the system
As a minimum, the control system
usually consists of the following main
components shown in the principle diagram
fig 3 :
1 Manoeuvre panel for main bridge
2 Manoeuvre panel for engine control
room
3 Responsibility panels
4 Control / interface unit
5 Optional load program unit (if required
by engine maker)
Normally, power supply and noise suppression
units are also included in the
system.
Engine equipment
If the engine is not of MAN B&W Alpha
origin, there might be a fuel pump index
transmitter. The governor and the safety
system are normally specified with
the engine and therefore not a part of
the remote control system. Nevertheless,
there is a close connection between
these.
Primary control function
The manoeuvre panels fig 3, items 1
and 2, are fitted with manoeuvre levers
for controlling the propeller speed and
8
pitch. The levers have individual potentiometers
integrated in the manoeuvre
panel. From the speed and pitch potentiometers
signals are sent to the servo
electronic units at the engine and propeller.
These units will adjust the engine
speed and the propeller pitch in accordance
with the orders given. The system
is built up as a feedback control system
with feedback potentiometers.
In connection with the engine governor
fig 3 , item 6, two possibilities exist regarding
the adjustment of the engine
speed in relation to orders from the
speed potentiometer in the control
panel:
� When the engine has a governor with
pneumatic speed setting, the electric
speed order is converted into a pressure
order in an E/P–converter.
� When the engine has an electronic
governor, the electric speed order is
sent directly to this.
The propeller pitch setting is controlled
by two solenoid valves in the hydraulic
system at the propeller servo oil tank
unit – Hydra Pack fig 3, item 7. The
electronic servo unit, which is located in
a cabinet at the Hydra Pack, controls
the solenoid valves for ’ahead’ and
’astern’ pitch changes.
Actual propeller pitch setting is
measured by two transmitters located
at the feedback ring of the propeller
shaft coupling flange. One transmitter
is for indication of the actual position of
propeller pitch and the other one sends
the feedback signal to the electronic
servo unit.
The responsibility panels fig 3 item 3,
which are located on the main bridge
and in the control room, contain push
buttons for exchange of manoeuvre responsibility
between bridge and engine
control room.
In case of emergency
If the remote control system is out of
service, the propulsion plant may be operated
by the emergency back–up system.
The back–up system is completely
independent of the main control system,
although it is physically an integrated
part of the bridge panel.
As required by the major classification
societies, pre–set engine speed and
propeller pitch order signals are maintained
until the emergency control is in
operation. This will prevent the order
signals from changing, if a fault should
occur.

2044404–6.0
Control room panels
3
Fig 3 : Remote control system structure
Pitch command
7
Pitch indication
Rpm
Hydra
Pack
2
Bridge panels
3 1
Alphatronic control unit
Engine interface unit
Main engine
Fuel index
Rpm command
Governor
4 5
Load
program
unit
9

Load control
The remote control system uses the
propeller pitch and engine speed as
controlling parameters. Fuel pump setting,
propeller speed and pitch are used
as feedback. The engine load is kept
within the limits as specified by the load
limit curve of the engine.
The load control curve for combined
mode is adjusted according to the specific
engine and propulsion equipment
– taking fuel oil consumption, propeller
efficiency and manoeuvrability into consideration
in order to obtain optimum
overall propulsion efficiency.
10
2021026–0.0
Engine output
MEP
(%)
110
(%)
100
90
100% LOAD
1
2
MCR
100
90
80
75% LOAD
3
80
70
70
60
50
40
30
20
10
0
50% LOAD
25% LOAD
5
50 60 70 80 90 100
Engine speed
(%)
For propulsion engine with CP propeller
MCR=Maximum continuous rating
1 = Engine load limit curve for acceptable continuos load
2 = Alphatronic IIA overload protection curve
3 = Theoretical fixed pitch propeller characteristic
4 = Alphatronic IIA load control in combined mode (Curve 2 + 4)
Based on a free sailing ship (Theoretical)
5 = Idling/clutch in speed range
6 = Propeller in zero pitch position (Theoretical)
Fig 4 : General propeller and load curve example with Alphatronic IIA overload
protection curve.
4
6
60
50
40
30
20
10

The engine overload curve shown in fig
5 illustrates the engine’s max allowed
fuel index at the various revolutions,
thus giving the engine load limit for the
speed range.
The engine load limit function is maintained
whether the propulsion plant is
operated in combined mode, separate
mode or constant speed mode.
2 03 44 75–9.0
Fuel index
20
100%
18
16
14
12
10
8
6
4
%
1
3 4 MCR
100%
0 1 2 3 4 5 6 V
Engine speed
tacho signal
Rpm Engine tacho Fuel index Fuel transmitter
signal signal
% V %
mA
1 = 50 2.25 36 9.2
2 = 80 3.60 69 14.2
3 = 98 4.41 100 18.5
4 = 100 4.50 100 18.5
Fig 5 : A specific load control curve (engine speed/fuel index) for a two–stroke
engine.
2
11

Control lever order and command
For plants with no specific requirements
to load increase/decrease limits,
the control lever orders are translated
2025364–6.0
12
MCR
speed %
100
Idling
speed
80
60
40
20
10
1 11 sec 2 55 sec
10 20 30 40 50 60
Order demand
idling to maximum
engine speed
into engine speed and propeller pitch
commands in accordance with the control
lever slew rate curves shown in figs
6 and 7. Individual adjustment may be
Time sec
Fig 6 : Control lever slew rate for engine speed command
2025364–6.0
Pitch
ahead %
100
80
60
40
20
Neutral 0
pitch
1 15 sec 2 90 sec
Time sec
10 20 30 40 50 60 70 80 90
Order demand
zero to full ahead
propeller pitch
Fig 7 : Control lever slew rate for propeller pitch command
MCR
speed %
100
Idling
speed
Pitch
ahead
100
80
60
40
20
Neutral 0
pitch 20
40
60
80
100
Pitch
astern
80
60
40
20
10
set within the range ’fast’ (item 1) and
’slow’ (item 2) ensuring optimal system
dynamics.
10
1 5 sec 2 24 sec
20 30
40
50
Order demand
maximum to idling
engine speed
Order demand
full ahead to astern
propeller pitch
Time sec
60
10 20 30 40 50 60 70 80 90 100110120
1 25 sec
2
Time sec

Load program
If required, a load program for the en–
gine can be included as an add–on unit
with load–up limitations as illustrated in
the example fig 8. The load program is
a programmable unit, which will be supplied
in accordance with the engine
designers specifications.
2035333–9.0
Engine rating (%)
100
90
80
70
60
50
40
30
20
Full astern
to stop
Astern
Stop to
full astern
In this example, the normal manoeuvre
has the load–up sequence programmed
for control of the propeller
pitch. The load–up sequence may also
be programmed for control of engine
speed and propeller pitch in combination.
Stop in full ahead
The emergency curve represents the
pitch control via the back–up panel, or
pitch control directly at the solenoid
valves of the servo unit.
Ahead
Full ahead
to stop
10
0
1 0 2 1 0 0 1 2 3 4 5 6 7 8 9 10 0 1 2
2 1
Time in minutes
Fig 8 : Load program curve – engine type L48/60 – L58/64
Normal manoeuvre
Emergency manoeuvre
13

Manoeuvre Panels
A variety of panels are available for the
remote control of propulsion plants.
The panels should be installed in consoles
located on the main bridge, bridge
wings and in the control room. According
to its location, each panel will present
individual features as described in
the following.
Mode of operation
The main feature is the propeller pitch
and speed control performed by the two
2045076–7.0
14
control levers on the panels. The
manner in which the levers are operated,
decides whether both parameters
are to be adjusted individually or not.
Separate mode
Separate mode specifies the condition
where pitch and speed are controlled
individually by operating both levers.
Maximum manoeuvrability and utilization
of the entire CP propeller operating
range is available.
Engine speed 100%=MCR Speed RPM Pitch %
120
Idle RPM 77
129
117
105
94
82
70
Propeller pitch
100% = design P/D
Engine speed order
Propeller pitch order
Combined mode
Combined mode is selected by operating
solely the pitch lever, thus leaving
the speed lever in neutral. In combined
mode, both pitch and speed are controlled
by using the pitch lever only. This
is done according to the combinator
curve as shown in fig 9, ensuring optimum
operation and propulsion economy
– considering propeller efficiency,
manoeuvrability and minimized fuel
consumption.
Power (kW)
Max pitch reduction
100 90 80 70 60 50 40 30 20 10 10
10
20 30 40 50 60 70 80 90 100
110
100
90
80
70
60
50
40
30
20
10
20
30
40
50
60
70
80
90
100
Power (Kw)
Fig 9 : Combined mode – combined pitch/speed order and engine load curve for a two–stroke propulsion package –
6L60MC, VBS 1560.
10440
9396
8352
7308
6870
Control lever
position %

Constant speed mode
Constant speed mode is a third mode
which is characterized by maintaining a
fixed engine speed. The constant
speed mode is selected and the speed
is adjusted from a special (shaft alternator
control) panel usually mounted in
the switchboard in connection with the
shaft alternator synchronizer.
When constant speed mode is selected,
the levers in the manoeuvre
panels only control the propeller pitch.
The automatic load control is, however,
still active for engine overload protection.
With the shaft alternator in service, the
load control system can handle a crash
stop order, without any risk of a black–
out.
15

Bridge and bridge wing manoeuvre
panels
As a minimum the remote control system
will always include a bridge panel
per engine/propeller, see fig 10.
Via the control levers it is possible to adjust
the propeller pitch and the speed.
Furthermore, the panel includes push–
2035733–0.1
16
FAILURE IN
MANOEUVRE
SYSTEM
LAMP TEST
MANOEUVRE
RESP.
buttons for manoeuvre responsibility,
acknowledgement of failure in manoeuvre
system, push–buttons for
lamp test, as well as various status
lamps. A facility for emergency back–
up control is also present, controlling
the propeller pitch by means of push–
buttons at the actual pre–set engine
speed value.
PROPELLER
RPM
OVERLOAD
Fig 10 : Bridge manoeuvre panel – primary
1
PITCH
AHEAD
PITCH
ASTERN
BACK–UP
CONTROL
ON/OFF
4
6
8
1 Light dimmer – push buttons
2 Light dimmer instruments
3 Headphone connection
4 Marker knob
2
50 50
100
100
ASTERN AHEAD
PITCH
3
Both the indoor and outdoor wing manoeuvre
panels are simplified versions
of the bridge manoeuvre panel, as all
push–buttons with functions regarding
emergency control have been removed.
For a single propeller plant, up
to three additional wing panels are optional.
4
8
6
4
4
6
8

Manoeuvre distribution between
bridge panels
Only one panel at a time can be in
charge of the manoeuvre. A push–button
is used for manoeuvre take–over
between the various manoeuvre panels
on the bridge.
When accepting the responsibility at one
panel, a flashing lamp changes to a
steady light. On all other (inactive) panels
2035733–0.1
FAILURE IN
MANOEUVRE
SYSTEM
LAMP TEST
MANOEUVRE
RESP.
OVERLOAD
Fig 11 : Wing manoeuvre panel indoor
the flashing lamp will be switched off.
To take over the responsibility between
bridge panels, the button must be activated
on the panel, to which the responsibility
is requested.
Responsibility take–over between
bridge panels can only be accomplished
by synchronized pitch lever settings
of the ’responsible panel’ and of
the panel from which the responsibility
PROPELLER
RPM
4
6
8
50 50
100
is requested. Inconsistencies between
the lever adjustments are indicated by
a flashing lamp when the button is activated.
If the settings of the pitch levers differ,
then activate the button at the same
time as the pitch lever is synchronized.
Then the responsibility will be taken
over when the positions of the levers
correspond.
100
ASTERN AHEAD
PITCH
8
6
4
4
6
8
17

Engine control room manoeuvre
panel
In addition to the manoeuvre panels for
bridge location, there is also a ma-
2028965–4.0
18
FAILURE IN
MANOEUVRE
SYSTEM
LAMP TEST
MANOEUVRE
RESP.
PROPELLER
RPM
noeuvre panel for use in the control
room, see fig 12. The control room manoeuvre
panel is also a simplified version
of the main bridge manoeuvre
OVERLOAD
Fig 12 : Control room manoeuvre panel – primary
4
6
8
50 50
100
ASTERN AHEAD
PITCH
panel, as all push–buttons with functions
regarding emergency control
have been removed.
100
8
6
4
4
6
8

Manoeuvre responsibility panels
These panels are used for plants with a
control room panel installed in addition
to bridge panel(s). Each responsibility
panel is located together with the actual
main bridge panel and control room
panel. The panels are used for the
transfer of the manoeuvre responsibility
from the bridge to the control room
and vice versa.
The responsibility panel contains two
push–buttons which are used for the
transfer, see fig 13.
By pressing one of these buttons, it is
possible to select to where the responsibility
is to be assigned. This is
audibly as well as visually indicated on
the panels. The responsibility transfer
is then to be accepted at the panel,
which will be disengaged. To obtain the
responsibility it is necessary to synchronize
the propeller pitch control
levers of the two panels in question, as
well as accepting the responsibility by
pressing the responsibility button on
the manoeuvre panel. In addition to the
responsibility push–buttons, the panel
includes different indicator lamps to
show the selected operating mode and
the actual location (control room/
bridge) of the manoeuvre responsibility.
On all manoeuvre panels it is clearly
indicated, if the individual panel is in
control of the propulsion plant, or not.
2022992–0.6
COMBINED
MODE
BACK–UP
CONTROL
BRIDGE
MANOEUVRE
RESPONSIBILITY
CONTROL
SEPARATE
MODE
CONSTANT
SPEED
LOCAL
CONTROL
CONTROL
ROOM
MANOEUVRE
Fig 13 : Manoeuvre responsibility panel – single propeller plant
19

Special Panels
In addition to the panels for ordinary
manoeuvring control, optional special
panels are available for shaft alternator
control, shaft alternator control with
Power Management as well as engine
load limit control.
Shaft alternator panel
The panel is used for shaft generator
operation to ensure that the engine runs
at a fixed speed despite the setting of
the speed lever on the manoeuvre
panel. This means that the generator
frequency can be set as desired and secured
manually by means of a locking
button. It is recommended that the
panel is mounted in the main switchboard
where the synchronzation and
closing of the switchboard breaker
takes place.
Shaft alternator speed control with
Power Management
Upon request this panel can be supplied
with interface facilities for Power
Management systems making automatic
adjustment of the shaft generator
frequency possible. See fig 15.
20
2022992–0.6
CONSTANT
SPEED
LAMP TEST
IN SERVICE
Fig 14 : Shaft alternator panel
2038107–0.1
SHAFT ALTERNATOR
CONTROL
Speed
adjustment
OUT OF
SERVICE
1. Potentiometer for engine speed
2. Locking button
SHAFT ALTERNATOR SPEED CONTROL
IN
40
30
20
10
0
50 60
70
80
90
100
SERVICE SPEED
OUT OF LOWER
SERVICE
Fig 15 : Control panel with Power Management
RAISE
SPEED
1
2

Load limiter panel
With this panel it is possible to limit the
engine load in the range 50–100% of
normally permitted maximum output.
In connection with an overhaul of the
engine and the following running–in,
the chief engineer may choose to be
cautious and therefore limit the acceptable
engine load. For this situation the
load limit control panel shown in fig 16
may be used.
2033193–7.2
Fig 16 : Load limit control
ENGINE
OVERLOAD
LOAD
LIMITER
IN SERVICE
ENGINE LOAD
LIMIT CONTROL
50%
75%
Load limit
adjustment
1. Potentiometer for load limit
2. Locking button
100%
1
2
21

Control and Interface Unit
The heart of the remote control system
consists of a main control and interface
unit shown in fig 17. The unit, handling
Fig 17 : Control and interface unit
22
all vital control functions, will also interface
the remote control system to various
engine types.
The system can also include (but this is
separately supplied) a load program
unit fig 19, which is necessary in order
to fulfil the required protection against
sudden changes in load according to
the engine designer’s specifications.
600
E1
E2
E3
E4
E4
1195

Alphatronic control unit
The Alphatronic control unit contains 5
circuit boards (see fig 18) to which the
following tasks are assigned:
� Supervision of the control system
� Load control and engine overload
protection
� Mode selection
202 29 05–9.0
S2
� Manoeuvre responsibility between
bridge and control room panels
� Manoeuvre distribution between
bridge panels
The control unit receives 24 V DC
power supply from the interface unit
and distributes the continuity supervised
power to the manoeuvre panels.
The cables between the units and panels
are monitored by the system itself.
Interface unit
An interface unit is applied in order to
use the system with different combinations
of engines, governors etc. The interface
unit converts the order and indication
signals to signal levels suitable
for the control system.
The interface unit is supplied in a cabinet
together with the control unit as
shown in fig 17.
E1 E2 E3 E4 E4
E1 Safety card E2 Load control card E3 Man.resp./const.rpm card E4.1 Man. distribution card E4.2 Man. distribution card
S1
S3
Fig 18 : Alphatronic control unit
E1: Safety card
E2: Load control card
E3: Manoeuvre responsibility card
a. Constant speed
b. Manoeuvre responsibility bridge/control room
E4: Manoeuvre distribution cards
S1: Fuse – control panels
S2: Fuse – actuators
S3: Fuse – supervision system
23

Load program unit
The load program unit is only included
in the scope of supply at the discretion
of the engine designers. It is a programmable
unit capable of fulfilling the requirements
for engine protection in a
load increase situation. The unit is supplied
in a cabinet as shown in fig 19.
Noise suppression unit
To ensure efficient EMC immunity, two
noise suppression units are part of the
remote control package, see fig 20.
2042914–0.0
24
480
Fig 19 : Load program unit.
480
EMC, signifying Electro Magnetic Compatibility
is the ability of equipment and
of systems to operate as designed –
without degeneration or malfunctions –
in electromagnetic fields. In addition the
equipment or system must neither interfere,
nor itself be interfered with, by
other systems or equipment.
2018457–0.2
257
NSU 10
Noise suppression unit
X10 156
Fig 20 : Noise suppression unit

Power supply unit
The power supply unit included in the
usual Alphatronic scope of supply will
ensure adequate and stable power supply
for the control system. If omitted
from the MAN B&W Alpha scope, the
yard must ensure a power supply that
fulfils the power supply requirement of
Alphatronic remote control systems.
2017150–0.3
296
Fig 21 : Power supply unit
809
25

Installation
External systems
The remote control system can be connected
to different external systems
such as:
� Joystick control systems
� Dynamic position systems
� Power management systems
� Manoeuvre log etc.
Like the engine safety system, the
above external systems are separate
systems which all can be interfaced
with the remote control system.
2025543–2.3
26
PROPULSION MODE
RESPONSIBILITY
X6,X6S
144
10
This will, however, require additional
equipment in the remote control system
package. Interface with external systems
must be approved by MAN B&W
Alpha in each individual case.
Panels for this additional equipment, as
well as for the engine safety system can
be supplied in order to maintain a neat
and matching panel layout.
Layout examples
To illustrate the bridge and control room
layout for different Alphatronic control
system applications the following examples
are given:
PROPELLER
RPM
4
6
8
50 50
100 100
ASTERN AHEAD
PITCH
8
6
4
4
6 8
X1 X1S
288
Fig 22 : Main bridge layout for double propeller plant
760
8
6
4
4
6
8
50 50
100 100
ASTERN AHEAd
PITCH
4
6 8
30 288
PROPELLER
RPM
288

2025524–1.2
288
144
RESPONSIBILITY
CONTROL
PROPELLER
RPM
X6 X1
10
144
288
443
Fig 23 : Main bridge layout for single propeller plant
2025524–1.2
288
144
RESPONSIBILITY
CONTROL
PROPELLER
RPM
X7 10
X5
144
288
442
Fig 24 : Control room layout for single propeller plant
4
6
8
4
6
8
50 50
100 100
ASTERN AHEAD
PITCH
50 50
100 100
ASTERN HEAD
PITCH
8
6
4
4 68
8
6
4
4
6
8
Optional instruments
Remote reading of analogue sensor instruments,
eg turbocharger tachometers,
may be arranged on the bridge and in
the engine control room with instruments
matching the Alphatronic panel
design.
27

Cable plans
Cable plan and connection lists showing
each cable connection to control
system terminals are supplied by MAN
28
Machinery section
Mounted on servo
Feed back
B42
Pitch in.
B41
Pro.tacho
pick–up
B40
PANEL LAYOUT
CONTROL
ROOM
X7 X5
2–stroke cable plan
Electronic
governor
for 2–stroke
MAIN BRIDGE
X6 X1
W203 4
/
W204 4
/
W205 2
/
MAIN SWITCH
BOARD
X9
Fig 25 : Cable plan example
Shaft
alternator
panel
X9 AMP
Control
room
panel
X5 CMP
Control room
responsibility
panel
X7 RMP
B&W Alpha – after the Purchase Contract
has been signed and upon receipt
of all necessary shipyard information.
1x10
SHIP AC SUPPLY
Supply 220 V AC/ 6 A fused
Supply 110 V AC/ 10 A fused
Ship hull
Servo
remote
control
X41
W206
/
17x1.5
W126 5
/
W108
/
2x2.5
W156 / 2
Alphatronic control system
X62/X11
Alphatronic Alphatronic
W109 3x2.5 Filter
/
unit
X10.1
REMOTE CONTROL
Supply 24 V DC 10A
W101 2x2.5
/
Power supply
To governor system
interface
unit
X62
control
unit
X11
W60 2x2.5
/
Filter
unit
X10.2
W50 2x2.5
/
TO ALARM SYST.
EAX76
SHIP EMERGENCY SUPPLY
Supply 24VDC 10A peak
50 W nominal
TO ALARM SYST.
EAX66, EAX68
W44 5
/
W132 3
/
W131 4
/
W142
/
8
W141
/
6
Control room section
W55
/
14x1.5
W4 / 20
W2
/
8
W1
/
4x2.5
W42
/
13
W43 / 14
W41 / 2x2.5
W145 17x1
/
Bridge man.
panel 1
with back–up
control
X1 BMP
W8 / 2x2.5
W9 / 4
Bridge
responsibility
panel
X6 RMP
Bridge section

Fig 26 : Connection list example
29

In order to ensure the optimum function,
reliability and safety of the control
system, without compromize – the following
installation requirements must
be taken into consideration:
� Power supply cables must be of size
2.5 mm2 � If the supply cable length between the
bridge and the engine room is in excess
of 60 metres, the voltage drop
should be considered
� The signal cables should have wires
with cross–sectional area, min 0.5
mm2 and max 1.5 mm2 � All cables should be shielded and the
screen must be connected to earth
(terminal boxes) at both ends
� Signal cables are not to be located
alongside any other power cables
conducting high voltage (ie large motors
etc) or radio communication
cables. Cables for the remote control
30
signals can induce current from their
immediate environment sufficient to
disturb or even damage the electronic
control system.
Commissioning
As part of the on–board acceptance
procedures, a final system test of the
remote control system is carried out by
MAN B&W Alpha commissioning engineers.
A number of classification societies
usually require the on–board test to be
performed in the presence of a surveyor
before the official sea trial.
Prior to the functional test, and even before
the power supply voltage is
switched on – the cable plan and connection
lists are cross–checked with all
wiring and connections made by the
shipyard.
The MAN B&W Alpha procedure for
Alphatronic Remote Control System
Test is carried out in accordance with a
40–point check list covering a number
of tasks within the following categories:
� Power up and control room responsibility
� Control panel operations and indications
� Manoeuvre responsibility and transfer
� Failure and alarm simulation
� Propeller pitch back–up control
� Shaft alternator control
The commissioning engineers will adjust
all lever positions, order signals and
actuators as preparation for the fine
tuning of settings for propeller pitch,
fuel index etc performed during the sea
trials.

Instruction Manual
As part of our technical documentation,
an instruction manual will be forwarded.
The instruction manual is tailor–made
for each individual control system and
includes:
� Descriptions and technical data
� Operation and maintenance guide–
lines
� Spare parts plates
The manual can be supplied in two different
versions – a printed copy as well
as an electronic book in English on CD–
ROM.
The layout of the electronic book corresponds
to the paperback book. In the
electronic book it is possible to search
for specific topics or words, zoom–in on
diagrams and technical drawings, jump
to references and to add personal
notes. Parts of the book or the entire
book can be printed out.
The electronic book is compatible with
any standard PC Windows environment
when using a special viewer
which is part of the software on the CD–
ROM.
consisting of:
Gearbox 2000 0872
Propeller 3000 5340
Remote Controls 4000
5340
Safety System 4000 0340
April 1998
31