P-21345 At3000

MAN Energy Solutions D400A1-01-AT3000
Preface
Preface
What does this book contain
This instruction manual provides general guidance regarding operation and
maintenance and gives a description of the design of the remote control sys-
tem. It is also to be used as reference when ordering spare parts.
The manual is divided into a number of chapters that correspond to the main
components/units of the remote control system.
Most chapters consists of three main elements:
▪ Descriptions (text concerning functionality, operation and maintenance)
Chapters 1 through 4 is standard for all plants. If the actual plant has
special functions such as Twin in / Single out configuration, please refer
to the chapters subsequent)
▪ Data (list of symbols, wiring diagrams etc.)
▪ Spare part plates (spare part illustrations and additional lists)
Reliable and safe operation of the remote control system is dependent on
correct operation and maintenance. It is therefore important that the engine
personnel is fully acquainted with the contents of this book.
The remote control system is delivered including a warranty clause which has
been contractual agreed upon. It is, of course, a precondition for the validity
of such a warranty that the propulsion plant is operated in accordance with
agreed requirements and recommendations.
Spare parts must be original spare parts purchased directly from MAN
Energy Solutions or from one of MAN Energy Solutions authorized work-
shops or agents.
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D400A1-01-AT3000 MAN Energy Solutions
Preface
How do I order spare parts?

Spare part plates consist of a drawing of the spare part and an accompany-
ing list of the items shown on the drawing.
The drawing may not be completely identical to your plant and may also
show some items that are not included in your plant.
The additional list of items, however, is always in accordance with your spe-
cific plant. Note that some items on the spare part drawings may only be
delivered as part of a kit or complete assembled component. This is, how-
ever, generally stated on the drawing.
When ordering spare parts (or reference is made in correspondence) the fol-
lowing data must be specified:
Plate no A BBCC–DD
A: A = 1 for engine
BBCC: BB = chapter (main function)
CC = subfunction
DD: version
1. Name of vessel (ex. M/S Star)

2. Product identification number (P-21228-01-41)
D400A1-01-AT3000
3. Spare part plate no (incl. edition no – ex. P41011-01)

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4. Item no (ex. 13)

Description
5. Description of part and quantity required (ex. 4 bulbs)

These data are used in order to ensure correct supply of spare parts for the
individual propulsion plants sold.
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Preface
MAN Energy Solutions | PrimeServ
The MAN Energy Solutions Group offers worldwide round-the-clock service,
365 days a year. Apart from the MAN Energy Solutions service headquarters
in Augsburg, Copenhagen, Frederikshavn, Holeby, Stockport, St. Nazaire,
Turbocharger and service centres on all continents provide comprehensive
and continuous support. The long service life associated with MAN Energy
Solutions products dictates a spare parts programme that ensures compo-
nents are available for products in operation for decades. Based on high-
capacity machines, MAN Energy Solutions service production facilities are
able to comply with special customer requests with the utmost precision and
flexibility.
24-hour hotline number:
+49 1801 15 15 15
https://man-es.com
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Preface
How to return spare parts?

If the unfortunate situation occurs that your spare parts do not fit or is dam-
aged in any way, you need to return your spare parts to us.
The return procedure is as follows:
Send an email to our office via
primeserv-frh@man-es.com
Clearly stating:
▪ Our order number
▪ Item numbers
▪ Reason for return
▪ Your reference
▪ Pictures of damaged parts - if any
Please be noted that your parts are not to be returned unless there is an
agreement with our sales personnel.
When parts are received in good condition, we will issue a credit-note.
Please mark the box with our order number or attach a copy of our packing
list.
Please return by cheapest mean to the below address:
MAN Energy Solutions
Niels Juels Vej 15
9900 Frederikshavn
Denmark
Att: Dept. store
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Description Operation instruction manual ................................. D405A1-01-AT3000
Documentation
Data Abbreviations and definitions .................................. 2170179-9
Table of contents
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Operating instruction manual

Table of contents
1. Introduction page 05-3
Definitions and abbreviations page 05-7
2. Hardware overview page 05-8

Alphatronic 3000 Propulsion Control Unit page 05-9
Control stations for remote control page 05-10
Manoeuvring handle panel page 05-12
Propulsion control panel page 05-14
Telegraph order panel page 05-15
Emergency stop panel page 05-16
Propeller indication panel page 05-16
Engine Handle Panel page 05-17
Interface to engine safety system page 05-18
Interface to Local Propulsion Control System page 05-18
Local Operator Panel for the engine page 05-19
3. Description of main functions page 05-21

Start/stop of main engine page 05-21
Gear and clutch control page 05-22
Clutch control page 05-23
PTO interface to a shaft generator page 05-27
Main engine load reduction and shut down page 05-28
Emergency stop page 05-29
Setpoint system page 05-30
Propeller pitch setpoint page 05-32
Transfer of control location page 05-35
Engine control from ECR page 05-36
Thust mode control page 05-37
Load control page 05-44
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PTI control page 05-44

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Speed pilot page 05-48

Description
Alarm announcement and indication page 05-48

Telegraph System page 05-49
Sub-Telegraph page 05-50
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4. Operation page 05-51

Operating levels page 05-51

Propulsion Control Panel page 05-52
▪ Normal mode page 05-53
▪ Backup mode page 05-55
▪ Menu page 05-57
▫ Engine start/stop page 05-58
▫ Clutch Control page 05-60
▫ Selection of gear step 1 or step 2 priorities page 05-62
▫ Engine Speed Control page 05-63
▫ CPP Pitch Control page 05-64
▫ Shut Down & Load Reduction page 05-65
▫ Load reduction executed as slow down page 05-66
▫ Set Point System page 05-67
▫ Thrust mode page 05-68
▫ Thrust order fine adjust buttons page 05-68
▫ Load Control page 05-69
▫ Optipac overview page 05-71
▫ Power Boost page 05-72
▫ Speed Pilot page 05-73
▫ Speed pilot for twin propeller applications page 05-75
▫ About page 05-75
▫ Time and Date page 05-76
▫ PTO/SG Control page 05-76
▫ Backup Control Menu page 05-77
▫ Lamp & Buzzer Test page 05-77
▫ Tacho system page 05-78
▫ DP and Joystick Interface page 05-79
▪ Control Location page 05-80
▪ Dimming of light in panels page 05-81
▪ Engine running mode page 05-82
▪ Alarm handling page 05-83
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Manoeuvring Handle Panel page 05-88

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Engine Handle Panel page 05-91

Description
Telegraph Order Panel page 05-92

Sub telegraph for two stroke engines page 05-94
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1. Introduction
The Alphatronic 3000 propulsion control system is used for remote control of
a ship’s propulsion line. The propulsion line might consist of a non-reversible
two stroke low speed engine connected directly to the propeller or alterna-
tively a four stroke medium speed engine connected to a controllable pitch
propeller (CPP) through a reduction gearbox, with optional clutch control for
the main engine clutch, power take–off (PTO) clutch to a shaft generator (SG)
and the power take–in (PTI) clutch for a pony motor to start up the SG in PTI
mode (optional) used for electrical take-home power. The Alphatronic 3000 is
operated by means of setpoint levers and colour graphic touch panels.
The Alphatronic 3000 is operated as an independent stand–alone system,
with all information and internal alarms displayed on the graphic operator
panels.
When the Alphatronic 3000 is delivered together with a MAN two stroke
engine, the PCS is interfaced with the Engine Control System (ECS) units fit-
ted on the engine; these units ensure local control of the engine. The engine
safety system might be included in the scope of supply for the Alphatronic
3000 system
For the two stroke engines the local operator panel for the engine (LOP-E
might as well be a part of the Alphatronic 3000 scope of supply, The Local
operator panel for the engine is mounted on the engine side control stand
and can together with the local operator panel for the propeller perform a
complete propulsion control station with independent local control of the pro-
pulsion plant.
When the Alphatronic 3000 is delivered together with a MAN four–stroke
engine, the PCS is interfaced with the units fitted on the engine. These units
ensure local control, engine monitoring and engine safety functions.
Control and monitoring of the propeller and possibly the gear box, is carried
out from the system called Local Propulsion Control System (LPCS). For cer-
tain MAN engines, the LPCS will share the Local Operator Panel (LOP) with
the engine. From the LOP, also the order telegraph can be operated.
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Description
Figure 1: Typical control system configuration for a two stroke low speed engine
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Figure 2: Typical control system configuration for a four stroke medium speed engine
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The Alphatronic 3000 can, depending in the actual plant, provide control of:
▪ Main engine start/stop
▪ Main engine setpoint (combinator, constant rpm and separate)
▪ Main engine load control (load control limitations)
▪ Main engine load reduction (rpm and/ or load reduction)
▪ Combinator control from single lever in ECR and on the bridge
▪ Controllable pitch propeller (CPP) setpoint system (combinator curves)
▪ Control transfer (bridge/ECR setpoint selection)
▪ Propulsion mode selection (combinator, constant rpm and separate)
▪ Bridge wing control with wing panels and electric shaft on setpoint levers
▪ Alarm announcement and indication
The Alphatronic 3000 can be extended with the following options:

▪ Clutch control (ME, PTO and PTI (engage/ disengage)
▪ Propeller shaft speed measurement and indication
▪ Interface to PTO connected shaft generator (SG waiting station)
▪ Alternative propulsion (PTI mode)
▪ El motor operating with stopped (ME)
▪ Power boost (ME + PTI simultaneously)
▪ Speed Pilot integrated in the system
▪ Manoeuvring order printer integrated in the system
This manual, chapters 1 through 4, describes a system with one main engine
connected via a reduction gear box to a controllable pitch propeller. If the
plant in question has two main engines connected to a common gearbox
(twin in single out configuration, TISO), please refer to the chapters immedi-
ately following chapter 4 for the special functions in the actual plant.
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Definitions and abbreviations
AI Analogue input
AO Analogue output
BT Bow thruster
BU Backup control
CPP Controllable pitch propeller
DG Diesel generator
DI Digital input
DO Digital output
DP Display panel
DP Dynamic positioning
EHP Engine handle panel
ESS Engine safety system
ECR Engine control room
EXH Exhaust
ER Engine room
ES Emergency stop
HPU Hydraulic power unit. Provides power to the movement of the CPP
I/O Input/output
LED Light emitting diode
LPCS Local propulsion control system fitted on propeller HPU or gear box
ME Main engine
MHP Manoeuvre handle panel
MMI Man machine interface
MSB Main switch board
OD Oil distribution (box)
PCP Propulsion control panel
PCS Propulsion control system
PCU Propulsion control unit. The unit (cabinet) containing the central PLC of
the PCS
PIP Propeller indicator panel
PLC Programmable logic controller – gamma computer
PMS Power management system – ships generator control system
PS Port side
PTO Power take–off
PTI Power take–in
RPM Rotations per minute
SAS Ship’s alarm system
SB Starboard side
SG Shaft generator
SHD Shut down
SLD Slow down/load reduction
ST Stern thrusters
TISO Twin in single out
TOP Telegraph order panel
UPS Uninterrupted power supply
VDR Voyage data recorder
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2. Hardware overview
The Alphatronic 3000 will remotely control the functions of one propulsion
line consisting of a four stroke engine with gear, clutches, propeller shaft and
controllable pitch propeller.
The following parts of the remote control system are described in this sec-
tion:
1) Alphatronic 3000 PCU. Main cabinet with process computer and I/O
modules.
2) Propulsion control panels for remote control of the propulsion machi-
nery via graphic colour touch screens.
3) Setpoint levers with electric shaft ensuring bumpless transfer, also to/
from ECR
4) Communication telegraph system
5) Emergency stop panels
6) External interfaces to connected systems
A combination of b, c, d and e will form a control station for centre bridge,
bridge wings, aft bridge or ECR.
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Description
Figure 3: Typical system configuration
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Alphatronic 3000 Propulsion Control Unit
The Alphatronic 3000 PCU (main cabinet) is built using the following hard-
ware modules:
▪ DPU 2010 CPU module
▪ SIO 2010 Serial Interface Module with four channels. For connection to
Propulsion control panels, ships alarm system, LPCS, engine safety sys-
tem, voyage data recorder, manoeuvring printer, GPS, conning display
etc. Some of these connections are optional depending in configuration.
▪ PF.C1 Power distribution module with dual feed-in. Equipped with fuses.
▪ PCS.C2 Input/output module equipped with analog inputs, analog out-
puts, tacho inputs and binary outputs.
▪ BI.40 Binary input module. 40 inputs with LED indication of each input
▪ PFM 2200 Filter module for 24 Vdc power supply
▪ ES Ethernet Switch
For special applications of the Alphatronic 3000, modules may be removed,
exchanged or added.
Figure 3 shows the standard configuration of units inside the PCU.
Please refer to chapter 4 15 for the exact configuration.
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Description
Figure 4: PCU with control modules
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Control stations for remote control

For operation of the ship’s propulsion line, the system is equipped with a
number of control stations.
A typical control station for the centre bridge and the ECR may look like this:
Figure 5: Control station, typical for centre bridge and ECR

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Depending in the actual control station one or more of the panels will be

available.
The Manoeuvre Handle Panel (MHP) is the primary control device for the ves-
sels main propeller. Always mounted on the bridge. Normally also found in
the ECR and optionally on the bridge wings and an aft bridge.
The Propulsion Control Panel (PCP) is mounted together with a setpoint lever
(Manoeuvre Handle Panel) on all control locations with PCS control, ie nor-
mally bridge and ECR, and optionally on the bridge wings.
The Telegraph Order Panel (TOP) is normally found in the bridge centre con-
trol station and in the ECR control station.
The Emergency Stop Panell (ESP) is normally found in the bridge centre con-
trol station and in the ECR control station.
The Propeller Indication Panel (PIP) may be found on the bridge wing control
stations if no PCP is mounted here. The PIP may also be mounted optionally
at several locations to serve as a so-called Panama instrument.
For overview purpose, each panel will be described with its main functions
below. For detailed descriptions, please refer to chapter 4, Operation.
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Description
Figure 6: Control station, typical for a bridge wing
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Manoeuvring handle panel
Figure 7: Manoeuvring handle panel, single propeller
The following main functions are available from the manoeuvring handle
panel:
Once the handle is selected IN COMMAND by the push button in the lower
corner, the handle is in control. Active control is indicated by a green LED in
the push button.
When the MHP is in command, the clutch can be operated by the two keys
in the CPP Clutch field, provided no interlocks being active. Possible inter-
locks can be seen on the PCP.
The CPP Clutch control buttons will only be available on plants comprising a
gearbox with one or more controllable hydraulic clutches for set up of power
transmission to the propeller. For two stroke applications the CPP Clutch
buttons always will be excluded from the panel. If a two stroke application
comprises a Power Take Home (PTH) mode the engine disconnection clutch
must be manually disengaged in the engine room and the PTH clutch must
be engaged from the clutch menu in the propulsion control panel.
The field Control Location is indicating the present location from where con-
trol is possible. Change between locations is done from the PCP and from
the local control station.
The setpoint handle is moved in the desired direction and the thrust on the
vessel will follow the command. Indicators on the PCP and the PIP will indi-
cate the setpoints as well as the actual propeller pitch and rpm. The red LED
indictor ALARM will be activated in case of any alarm being present in the
entire PCS. Details of the alarm condition can be seen in the PCP.
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The red LED indicator FAILURE will be activated in case of an internal alarm
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in the panel. Each panel has a duplicated power supply and a duplicated bus
Description
connection. A failure of one of the power supply lines or both of the bus con-
nections will activate the alarm. In addition, an alarm will be given in the PCP.
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All manoeuvre handle panels are electrically communication so that the han-

dle in command will control the vessel and the remaining handles will auto-
matically follow the position. In this way, there will be no need for synchroniz-
ing handles when transferring the control between control stations. Also the
handle in the ECR will follow the handle in command, thus relieving the oper-
ators from aligning handles during transfer of responsibility between ECR and
bridge.
Figure 8: Manoeuvring handle panel for twin propeller plants
For twin propeller plants, a double handle panel as seen on figure 7 will nor-
mally be used rather than two separate panels. The double handle offers a
convenient way for the operator to do a common adjustment of the thrust for
both propellers, using only one hand. In the double handle, the two sides are
electrically independent. There are no common electrical components
between the right and the left handle.
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Propulsion control panel
Figure 9: Propulsion control panel

The Propulsion Control Panel shown above is equipped with four hard keys,
a 7 inch touch screen, and a buzzer for communication with the operator.
The hard keys have the following functions:
DIM will enable manual adjustment of the illumination. The system can also
be set to automatic control of the illumination of screen, the indication light in
the hard keys and the background illumination of the text in the hard keys.
STOP HORN will silence the built in buzzer. The operator can acknowledge
the associated alarm from the shown ‘HOME’ screen or the Alarm screen for
better overview if more alarms are present.
NORMAL is, as the word explains, the normal operating control level with full
functionality from the Propulsion Control Panel and the Manoeuvre Handle
Panels. The shown screen picture will always be displayed upon selection of
NORMAL.
BACKUP is used in case of serious malfunction of the Propulsion Control
Unit. The Propulsion Control Panel will, when this key is activated, communi-
cate on a separate dedicated backup bus to the machinery area. A dedica-
ted screen picture will appear when this mode is selected.
Safety recommendation:
Please note that the BACKUP function is intended to be a feature that
can be used in case the PCU has a serious failure. A serious failure can
happen any time, also during a critical situation such as a harbour
manoeuvre. It is thus important that all operators are familiar with this
function and that the change between NORMAL and BACKUP is
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practised at regular intervals in order to be familiar with the reaction of

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the system. A suggestion could be to change to BACKUP, make a

small manoeuvre and then change back to NORMAL before leaving the
Description
port. The same could be exercised upon arrival to a port before

entering the harbour area.
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Telegraph order panel
The Telegraph Order Panel (TOP) is normally used if there is a problem with
the remote control system
The telegraph system is working as an independent system and can there-
fore be set into service any time by pushing the key IN SERVICE. The per-
sonnel in the machinery space must acknowledge from either ECR or
LOCAL in order to establish the communication with the TOP on the bridge.
The local operation of the telegraph is carried out from the LOP on either
engine or gear/propeller. Please also refer to the separate propeller manual
dealing with the LPCS.
The telegraph system serves no control functions. It will only serve as com-
munication between the bridge and the engine area.
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Description
Figure 10: Telegraph order panel
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Emergency stop panel

The Emergency Stop Panel (ESP) will, when activated, stop the main
engine(s) connected to the propeller.
On certain plants, an optional Emergency clutch-out panel may be installed,
in addition on the bridge to clutch out the propeller in order to stop it from
rotation. Without stopping any engines.
The illuminated pushbutton is protected by a lid in order to avoid uninten-
tional activation.
Figure 11: Emergency stop panel
Propeller indication panel

The Propeller Indication Panel (PIP) will indicate actual values for shaft rpm
and propeller pitch. These are shown as both analog indications and as digi-
tal values.
In addition, the setpoints for shaft speed and propeller pitch will be indicated
as yellow triangles, telling the operator how the command given via the han-
dle will be decomposed into two setpoints. The actual reaction coming from
the machinery may be delayed for various reasons such as running the
engine up in load over a considerable time.
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Description
Figure 12: Propeller indication panel
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For two stroke applications the indicator for shaft speed might comprise an

indication of one or more critical speed ranges where operation of the shaft
line is restricted. When the engine is running within the critical speed range
the barograph colour will change from green to yellow as a warning for the
operator.
Engine Handle Panel
Figure 13: Engine Handle Panel
The Engine Handle Panel (EHP) is a speciality for MAN B&W two stroke
engines. The panel is intended for installation in the engine control room and
available for start/stop and speed setting of the engine. The panel is hard-
wired to the Engine Control System and is able to operate independently of
the Normal propulsion control system.
Once the engine is switched over from local to remote control the operator
can select Engine Manual Control with the pushbutton in the panel. Manual
control from the panel is indicated with light in the pushbutton.
The indicator Load Limited indicates that the engine is loaded above the tor-
que limit and the engine speed might be restricted by the limiter.
Activation of the pushbutton Increase Load Limit will increase the limitation of
the engine and make the engine able to react faster.
Control of the engine is executed with the control lever. With the lever in the
position detent marked STOP will stop the engine (if the panels is In Com-
mand) with moving the lever to the position detent marked START will start
the engine in idle speed. Moving the lever from start position to maximum
position the engine speed will be increased from idle speed to MCR speed.
For four stroke medium speed engines this functionality is included in the
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engine control and safety system delivered together with the engine.
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Interface to engine safety system

The engine safety system is regarded as part of the engine and must take
care of automatic shut downs in case of e.g. Overspeed, Low lub. oil pres-
sure e.t.c.
The engines safety system may also request engine load reductions to be
carried out by the PCS. In other cases, the request for load reduction is gen-
erated by the ships alarm system.
Remote operation of the main functions such as override and reset of shut
downs and load reductions can be carried out from the touch screens of the
Alphatronic 3000.
The interface to the engine may be either only hardwired or a combination of
hardwired and serial.
Engine types with a serial interface to the PCS are able to provide a higher
level of information in case of safety actions; e.g. the reason for a shut down
may be given including the actual value of the exceeded parameter.
When the Alphatronic 3000 is delivered together with a MAN two stroke
engine, the PCS is interfaced with the Engine control System (ECS) with a
dual serial connection. The engine safety system might as well be included in
the scope of supply for the Alphatronic 3000 system.
Interface to Local Propulsion Control System

The CPP is equipped with a Local Propulsion Control System, LPCS. This
system is controlling the propeller pitch and in addition, it is monitoring the
propeller rpm, pitch and further parameters in connection with the propeller
and the shaft line. The LPCS may also control and monitor the clutches in
the gear box.
The LPCS has its own Instruction Manual incorporated in the Instruction
Manual for the CP propeller or the gear box. Please refer to this for details.
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Local Operator Panel for the engine
For the two stroke engines the local operator panel for the engine (LOP-E)
might as well be a part of the Alphatronic 3000 scope of supply, The Local
operator panel for the engine is mounted on the engine side control stand
and can together with the local operator panel for the propeller perform a
complete propulsion control station with independent local control of the pro-
pulsion plant.
Figure 14: Local Operator Panel for engine type ME-B
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Figure 15: Local Operator Panel for engine type ME-G
The Local Operator Panel for the main engine is fitted on the engine gallery at
the engine side control stand. To perform a complete local propulsion control
station in the engine room the Local Operator Panel for the propeller has to
be located next to the local Operator Panel for the engine.
The Local Operator Panel for the main engine includes necessary monitoring
and control functions for local start, stop and speed setting of the engine and
the Local Operator Panel for the propeller includes necessary monitoring and
control functions for control of the propeller pitch.
D405A1-01-AT3000
Further the Local Operator Panel for the propeller includes the engine tele-
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graph for communication of propulsion orders from the bridge to the local
engine control stand.
Description
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3. Description of main functions
This chapter describes all main functions of the PCS. For description of oper-
ation, please refer to chapter 4.
Start/stop of main engine

It is normally possible to start and stop the main engine from the main bridge
as well as in the ECR.
Start/stop of the main engine is done by means of softkeys on a PCP panel
on a location in control.
If the operator activates a start/stop softkey on a panel, which is not in con-
trol, the confirm pop-up window will say "Not in command".
If a start softkey is activated from the panel in control with one or more start
blockings active, nothing will happen, but an interlock information is dis-
played on the PCP display for the main engine start/stop.
If a start request with no blockings is done from the panel in control, the main
engine will begin a starting sequence, indicated by Starting on the panel until
the main engine is running, and then the indication will change to Running.
Startblockings If the engine is not ready for start, i.e. start is blocked, a Startblock indication
is displayed. When the engine is ready for start, the indication will change to
Stopped.
On the PCP, it is possible to select a status list, displaying status for the dif-
ferent startblockings for the main engine.
The following startblockings may be relevant for the PCS system:
▪ ME local control on
▪ ME safety system shutdown or emergency stop
▪ Start failure (starting air time–out or max number of failed start attempts)
▪ Slowturning failure (time–out)
▪ Propeller pitch not zero (no thrust clutch)
▪ Propeller oil pressure low (no thrust clutch)
▪ Gear lubricating oil pressure low (no thrust clutch)
▪ Turning gear engaged
▪ Starting air pressure low
▪ Engine running
▪ ME lub oil pressure
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Gear and clutch control

A number of different gear and clutch configurations are covered by the
PCS. The purpose of the gear is either to reduce or to step up the speed
from the engine and transmit the power to the propeller and/or to a power
take off (PTO). For the set–up of different combinations of the power trans-
mission, a number of clutches can be incorporated in the gear. Please refer
to figure 16 for explanation terms.
Menus for control of clutches are only available if the propulsion line compri-
ses a gearbox with controllable clutches. The related CPP clutch control but-
tons on the Manoeuvre Handle Panel will only be available on applications
with a controllable clutch between the propeller and the main engine.
For propulsion lines comprising a front end gearbox there might be incorpo-
rated a clutch control menu for a PTO clutch in the step-up gear.
Please refer to the gearbox instruction manual for information of gear

and clutches relevant for the actual propulsion plant.
D405A1-01-AT3000
Figure 16: Gear and clutch arrangement, example

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Description
22 (94) -
AT3000;
Gear step–up section The step–up section of the gear increases speed and is connected either via

a PTO to a shaft generator or connected via a PTI to an el motor.
If the gear is arranged with a PTI shaft connected to an el motor for alterna-
tive propulsion power, the gear must be provided with an engine clutch for
separation of the engine from the gear. The engine clutch might be a man-
ually or semi–automatically operated clutch.
If the step–up section is equipped with a common PTI/PTO shaft with differ-
ent gearing ratios between the PTI and the PTO, this section must be provi-
ded with both a PTO clutch and a PTI clutch.
Gear reduction section A reduction section of the gear is used on four stroke propulsion plants for
reduction of the engine speed. The reduction gear will very often contain a
thrust clutch for disengaging of the propeller.
Clutch control
The clutch control can be operated from the bridge as well as from the ECR.
Engage and disengage operations of thrust clutch, PTO clutch, PTI clutch
and engine clutch are controlled by means of soft keys from the PCP in con-
trol. In addition, the thrust clutch can be operated from push buttons on the
MHP.
If the operator activates a clutch control soft key on a panel which is not in
control, the confirm pop-up window will say "Not in comand".
If a clutch engage/disengage request with one or more blockings is given
from the panel in control, nothing will happen. Interlock information for the
clutch can be on the PCP.
If a clutch engage/disengage request with no blockings is requested from the
panel in control, the clutch will be engaged/disengaged and the indication on
the PCP will change according to the new clutch position feedback.
I/O interface for clutches Each clutch has two inputs for clutch engage and clutch disengage solenoid
valves and one pressure switch feedback indicating clutch engaged for a
high pressure.
The clutches may be operated via the LPCS. Please refer to the separate
manual for the propeller.
Thrust clutch control The thrust clutch is a clutch located inside the gearbox where it disconnects
the propeller shaft output from the engine or the PTI input to the gearbox.
The thrust clutch is operator controlled by means of push buttons in the
MHP (Manoeuvre Handle Panel and from the PCP's.)
The thrust clutch in/clutch–out valves are deactivated again when the correct
engaged/ disengaged feedback is present. If the correct feedback is not
achieved within a maximum time–out, a clutch engage failure alarm is
D405A1-01-AT3000
released.
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Clutch engage failure will deactivate the clutch–in valve and initiate a disen-
Description
gage command.
Engaged feedback and clutch oil low pressure is a common feedback signal
from a pressure switch/transducer in the hydraulic control line to the clutch.
Please refer to figure 17 for the thrust clutch engage sequence flow diagram.
- 23 (94)
AT3000;
Thrust clutch safety The following conditions will make an emergency disengage of the thrust
disengage clutch, and make an engage blocking as long as one of the below conditions
are present:
▪ Main engine shutdown
▪ Gear lubricating oil pressure low
▪ Clutch control oil pressure low (will be inhibited during engage command)
Thrust clutch engage The following conditions must be fulfilled before it will be possible to engage
condition the thrust clutch:
▪ CPP oil pressure normal
▪ Pitch in zero
▪ Maximum engine clutch–in rpm not exceeded (depending on gear type)
▪ Minimum time between engage commands
▪ Main engine or PTI running
▪ Propeller locking device not engaged
PTO Clutch Control A PTO clutch (optional) is a clutch used to control a mechanical PTO output
from the gear. It can be used to supply e.g. a shaft generator or a hydraulic
pump.
If the step–up section is equipped with a common PTI/PTO shaft with differ-
ent gearing ratios between the PTI and the PTO, this section must be provi-
ded with both a PTO clutch and a PTI clutch.
PTO clutch safety disengage The following conditions will make an emergency disengage of the PTO
clutch, and make an engage blocking as long as one of the below conditions
are present:
▪ Main engine shutdown
▪ PTO clutch control oil pressure low (will be inhibited during engage com-
mand)
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Description
24 (94) -
AT3000;

D405A1-01-AT3000
Figure 17: Main engine thrust clutch engage diagram

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Description
- 25 (94)
AT3000;
PTO clutch engage The following conditions must be fulfilled before the PTO clutch for the SG
can be engaged:
▪ Maximum engine clutch–in rpm not exceeded (for certain gear boxes)
▪ PTI clutch disengaged
▪ Main engine running and engaged
PTO clutch disengage To disengage the PTO used for shaft generator operation, the following con-
dition must be fulfilled:
▪ Shaft generator must be disconnected
PTI clutch control A PTI clutch (optional) is a clutch used to control a mechanical PTI input from
an el motor which can be used to supply alternative power for propulsion.
PTI clutch safety disengage The following conditions will make an emergency disengage of the PTI clutch
and make an engage blocking as long as one of the conditions are present:
▪ PTI clutch control oil pressure low (will be inhibited during engage com-
mand)
PTI clutch engage The following conditions must be fulfilled, before the PTI clutch for the el
motor can be engaged:
▪ Main engine stopped and engine disconnection clutch disengaged
▪ PTO clutch disengaged
▪ Thrust clutch disengaged
▪ El motor is running at nominal speed
Engine disconnection clutch An engine disconnection clutch is a clutch for separation of the engine from
the gear. The disconnection clutch is often a manually or semi–automatically
operated clutch which means that the engineer must synchronise the shafts
manually, using the engine turning gear before the disconnection clutch can
be engaged and the engine can be started again.
Engine disconnection clutch The following conditions must be fulfilled before the engine disconnection
engage clutch can be engaged:
▪ PTI shaft stopped and PTI clutch disengaged
▪ PTO clutch disengaged
▪ Thrust clutch disengaged
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Description
26 (94) -
AT3000;

PTO interface to a shaft generator
When the PTO output is used for a Shaft generator, the following hardware
interface signals to the Power Management System (PMS) are required:
▪ PTO IN SERVICE input (pulse) request to the PCS from PMS with
request for PTO to be put into service. It may be the same as an auto-
matic engage command to the PTO clutch, but not necessarily.
▪ PTO READY output from PCS to the PMS, when the PTO is engaged
and RPM is within the required speed limits.
▪ PTO OUT OF SERVICE input (pulse) request to the PCS from PMS with
request for PTO to be put out of service, or the engineer may disen-gage
the clutch. PTO out of service is not possible as long as the MSB breaker
is closed.
▪ SHAFT GENERATOR OUT OF SERVICE output from PCS to the PMS
requesting a DG standby start and then the SG is to be disconnected
from the MSB in case of a load reduction or shutdown prewarning eg.
▪ BUS BAR BREAKER CLOSED input to the PCS from PMS/SG, specify-
ing that the SG is connected to MSB or a thruster eg, making interlocks
on constant speed mode and PTO clutch disengage for the SG. A two–
stroke engine will be shut down if it has been waiting for more than 2
minutes for disconnection of the SG in case of an RPM slowdown.
▪ MAINTAIN SPEED input to the PCS from a frequency converter running
on a full range (50–100%) RPM, but not able to maintain the full load
below 60% RPM eg.
For plants with variable frequency, a signal for constant frequency mode will
lock the PTO in contant frequency mode and a signal for variable frequency
will restrict the speed to an acceptable frequency range for variable fre-
quency mode.
A constant speed shaft–generator with speed droop governor requires a
±5% frequency adjustment interface from the power management system.
Alternatively, if the diesel generator makes the synchronisation, internal fine–
adjustment of the constant speed setpoint is sufficient.
▪ ENGINE SPEED RAISE input (pulse) to the PCS from PMS for frequency/
load control up.
▪ ENGINE SPEED LOWER input (pulse) to the PCS from PMS for fre-
quency/ load control down.
Different types of PTO functions will require different limitations on the speed
range, which is achieved by selecting between different PROPULSION
MODES for example SG on MSB (which can be constant speed for a directly
connected SG or a limited variable, eg 60–100% for a SG connected
through a frequency converter) or for thruster operation (which can be con-
stant speed or a limited variable, eg 80–100%).
In combinator mode or separate mode, the demand for speed can be limited
to the minimum RPM for a connected PTO, eg 80 % for a hydraulic pump
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Description
- 27 (94)
AT3000;
Main engine load reduction and shut down

Load reduction In case of a measurement requiring a load reduction, the load control func-
tion in the PCS takes care of reducing the load automatically.The propeller
pitch is adjusted in order to limit the load according to the load reduction
level. The engine rpm will normally be unchanged during load reduction. The
main engine load reduction system is an integrated part of the PCS. The load
reduction inputs are connected either to the SaCoSone mounted locally on the
engine and then transmitted on a hardwired connection to the PCS system
or, alternatively, a load reduction request may come from the ships alarm
system hardwired to the PCS system.
Shut down Handling of shut downs are carried out by the engines safety system. How-
ever, facilities are provided in the PCS for remote display and operation of
override and reset functions.
Figure 18: Shut Down and Load Reduction
Indicators and soft keys for the Shut Down and Load Reduction screen are
shown on figure 18.
Indicators for ‘Prewarning’ will be activated if the alarm limit is exceeded for a
parameter that may lead to load reduction and/or shut down.
Override The load reductions and most of the shut downs may be overridden by acti-
vation of the corresponding ‘Override’ soft key. The override function may be
activated at any time in order to avoid load reductions or shut downs to
appear at a critical time, e.g. during manoeuvring or in dense traffic.
Activation of one of the override functions will generate an alarm on the
PCP's and in the ships alarm system.
Depending in engine type and classification society, reset of shut down can
D405A1-01-AT3000
be done from bridge and ECR. If the reset function is not available, the soft
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key will not be displayed on the screen.

Description
When a load reduction or a shut down has been activated, the reason must
be removed before reset is possible.
The shut down memory of the PCS will be reset by the ‘Shut Down Reset’
soft key or by activation of an engine stop command.
28 (94) -
AT3000;

Emergency stop
Figure 19: Emergency stop
The Emergency stop function will always stop the main engine independent
of the PCS. Activation of the Emergency stop function is regarded as a shut
down criteria from the engines safety system. If more than one main engine
is connected to the propeller, all main engines connected to that propeller
will be stopped. In case of a double propeller plant, there will be one Emer-
gency stop push button for each propulsion line. The push button is protec-
ted by a lid in order to avoid unintentional activation. An activated Emergency
stop push button will be illuminated by a built-in LED.
Figure 20: Emergency clutch-out
The plant may be equipped with a push button for Emergency clutch out on
the ships bridge. Activation will immediately clutch out the propeller in order
to stop it from rotation; however without stopping the main engine(s) connec-
ted to it. The Emergency clutch out function is operating independently of the
PCS. It is connected directly to the LPCS system. If more than one main
D405A1-01-AT3000
engine (and/or electro motor) is connected to the propeller, all main engines
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connected to that propeller will be clutched out. In case of a double propeller

plant, there will be one Emergency clutch out push button for each propul-
Description
sion line. The push button is protected by a lid in order to avoid unintentional
activation. An activated Emergency clutch out button will be illuminated by a
built-in LED.
- 29 (94)
AT3000;
Setpoint system
The setpoint system converts the setpoints from the Manoeuvre Handle
Panel (MHP) mounted on the bridge and in the ECR, to main engine rpm set-
point output for the governor and CPP pitch setpoint output to the CPP
closed loop controller. This conversion is done in accordance with the com-
binator curves set–up in the PCS.
Main engine rpm governor The main engine rpm is controlled either by an electronic governor or by a
setpoint mechanical speed governor with a speed setting unit. The input to the elec-
tronic governor or the speed setting unit for a mechanical governor is nor-
mally a 4–20 mA current signal corresponding to the rpm range requested.
Most of the diesel engines today are operation with electronic injection sys-
tems for control of engine speed. These systems will as well receive a signal
from the PCS for commanded engine speed reference.
Speed droop, which enables parallel operation of two or more engines on
the same gear or between the shaft generator and one or more diesel gener-
ators, might be included in the governor. It is supported by the PCS, with
automatic loadsharing between engines, and with interconnection to fre-
quency control inputs from the power management system.
The following strategies for the speed setting are included in the propulsion
control system:
Separate rpm control Separate rpm control and pitch control is available from the PCP in ECR and
setpoint on the brigde
The separate rpm setpoint is converted to a governor setpoint signal without
any limitations, except for the critical speed limitation (optional), and slow
down reduction which might limit the rpm setpoint also (optional).
Variable rpm setpoint Variable rpm setpoint is used in combinator control. The rpm is increased
from idle rpm to max rpm according to the predefined combinator curve in
the PCS:
▪ Fully variable combinator mode without SG, eg 50 – 100% rpm
▪ Limited variable combinator mode with frequency converter SG on MSB,
eg 60 – 100% rpm, or with a Thruster in limited variable mode, eg 80 –
100% rpm
The variable rpm setpoint is converted to a governor setpoint signal with the
following limitations:
In case of crash stop, the rpm is reduced to a predefined level during the
manoeuvre before the pitch is moved from ahead to astern. When the “sign”
of the pitch has changed, the rpm is increased again to the level determined
by the setpoint lever position. This function will also take place for a crash
stop in the opposite direction from full astern to full ahead.
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An automatic load reduction will also limit the rpm setpoint (optional).
Description
30 (94) -
AT3000;
Rpm setpoint behaviour During normal operation the rpm setpoint to the governor is not limited in any

during crashstop way. When the setpoint lever is moved to a new position, the rpm setpoint
manoeuvring corresponding to the new position is calculated without any restrictions and
converted to a setpoint output for the governor.
However, in case of a crashstop manoeuvre, the following temporary limita-
tion on the rpm setpoint will occur:
▪ In combinator mode, the rpm is reduced to an rpm level between idle
and maximum (set in accordance with the minimum rpm for a variable
speed SG) until the propeller pitch has changed direction (from ahead to
astern). The purpose is to ensure optimal deceleration of the ship, and at
the same time maintain a rpm high enough to takeup the load on astern
▪ In constant rpm mode, the rpm setpoint is not changed during this
manoeuvre
▪ In separate mode, the preset rpm, will be maintained
Constant rpm setpoint Constant rpm for PTO and optional PTI operation is possible from both
bridge and ECR control. The rpm setpoint for the governor is a fixed value
corresponding to eg 50/60 Hz for shaft generator operation.
The constant rpm setpoint corrected for load variations on the shaft genera-
tor in case of a speed droop governor, is converted to a governor setpoint
signal without any limitations.
As long as a constant frequency shaft generator is connected to the main
switch board, it will not be possible to select another mode than constant
rpm.
PTO minimum rpm In combinator or separate mode, the demand for speed can be limited to the
minimum rpm, required from one of several connected PTO’s, used to eg
drive a hydraulic pump for deck equipment.
If the setpoint request from the setpoint lever is going below the minimum
rpm limit for one of the connected PTO’s, the limit from the PTO with the
highest minimum rpm will be the resulting rpm setpoint. When the operator
increases the setpoint again, the function is removed.
Minimum rpm for a PTO connected SG will be handled by locking the set-
point in constant speed mode as long as a constant frequency SG is con-
nected, or selecting the limited variable combinator mode for SG, as long as
a variable frequency SG with frequency converter is connected.
Panel fine-adjustment of rpm The operator can fine–adjust the rpm setpoint from any one of the PCP's,
independent of the control position.
This adjustment is done by means of two RAISE and LOWER softkeys, loca-
ted on the PCP for the setpoint system. The adjustment is limited to ± 5%.
PMS fine–adjustment for The rpm setpoint for a constant speed shaft generator can be fine–adjusted
frequency control to compensate for the propeller and shaft generator load, to be able to main-
D405A1-01-AT3000
tain 50/60 Hz on the shaft generator.

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This adjustment is based on hardwired rpm raise/lower signals from the

Description
power management system, and is limited to the adjusted speed–droop

range, normally ± 5%
- 31 (94)
AT3000;
Shaft generator waiting The SG waiting station hold is activated by the PCS when the rpm setpoint is
station hold lowered by the operator, where the setpoint will be maintained on a prede-
fined level until the shaft generator is disconnected. After a predefined time–
out the setpoint will be allowed to decrease to the setpoint requested.
Rpm setpoint slope Acceleration and deceleration are controlled by slew rates, specified in
engine shaft rpm/sec. Another set of values is selected when the soft key
Increase Load Limit in the PCP is activated. This will lead to a faster
response on the rpm setpoint.
Maintain speed function The maintain speed function is activated by means of an input from a varia-
ble speed shaft generator (eg connected with a frequency converter) running
on a full range (50–100%) rpm, but not able to maintain the full load below eg
60 % rpm. When the setpoint drops below 60 %, the shaft generator acti-
vates the maintain speed function, and then the PCS selects the present set-
point as the minimum setpoint. When the operator increases the setpoint
again, the function is removed.
Critical speed protection The critical speed function protects the main engine rpm from running inside
a predefined window for barred speed range, where the main engine is not
allowed to run due to torsional vibrations of the main engine or in the propel-
ler shaft.
Two independent barred speed range windows can be defined in the PCS
system, eg a lower range from 280 – 310 rpm and an upper range from 490
– 600 rpm.
In the propulsion control panel the indicators for engine speed and shaft
speed will comprise a reed marking of the critical speed ranges and if the
engine is running within the barred speed range for a predefined time an
alarm will be activated as a warning for the operator.
Speed droop compensation As an option, the rpm setpoint for a speed droop governor can be fine–
of setpoint adjusted to compensate for the propeller – and shaft generator load, making
it possible to maintain 50/60 Hz on the shaft generator.
Propeller pitch setpoint

The setpoint output from the PCS pitch control is converted into a setpoint
signal for the CPP closed loop controller on the hydraulic part of the pitch
propeller. However the output might be limited by the load controller.
The CPP closed loop controller is located in the LPCS, mounted on the gear-
box or on the hydraulic power pack, which takes care of the pitch position,
based on the pitch setpoint output from the PCS.
In backup control, where the PCS pitch setpoint is not available, the CPP
closed loop controller is instead using the input from the touch screen of the
D405A1-01-AT3000
PCP to control the pitch, without involving the PCU.

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Description
Variable pitch setpoint The variable pitch setpoint is used together with separate rpm setpoint or
together with PTO and optional PTI operation of the shaft generator in the
constant rpm mode. The pitch setpoint is increased from 0 (zero pitch) to ±
100% pitch (ahead and astern) according to pre–programmed combinator
curves for:
32 (94) -
AT3000;
▪ Separate mode pitch setpoint curve, i.e. ± 100% pitch

▪ Constant speed with a SG connected to the MSB and ± 100% pitch
▪ PTI mode pitch setpoint curve if a PTI is fitted, e.g. ± 65% pitch. Max
pitch is e.g. corresponding to max load on the SG when used as electri-
cal motor
Combinator pitch setpoint The combinator pitch setpoint is used together with variable rpm setpoint in
combinator control. The pitch setpoint is increased from 0 (zero pitch) to +/–
100% pitch (ahead and astern) according to pre–programmed combinator
curves for:
▪ Combinator mode without SG, e.g. 50–100% rpm and ± 100% pitch
▪ Combinator mode with a frequency converter SG connected to the MSB
at, eg 60–100% rpm and ± 90% pitch or the SG in thruster operation in
limited variable mode, eg 80–100% rpm and ± 90% pitch. Max pitch is
leaving enough available power, corresponding to max load on the SG
Acceleration and The acceleration and deceleration slew rates can be specified independently
deceleration slew rates for ahead and astern direction and with a third separate curve for crash stop.
The slew rates are adjustable with six independent pitch rates on each curve
and five break points, which is common for the three curves. A crash stop is
detected, when the setpoint is moved from more than 75% ahead where it
has been for more than eg 60 seconds, to more than 75% astern within eg
15 seconds.
Load control minimum The load controller has influence on the pitch setpoint signal by using a mini-
selector mum selector. The minimum selector will select the lowest of two signals:
The pitch setpoint from the combinator curves (ie no load control limit) or the
pitch limit from the load controller.
Typically, the load controller is active above 50% pitch.
Local and backup control During local and backup control of the propeller pitch, the propeller pitch set-
point output is set equal to the actual pitch feedback. This is done in order to
secure a smooth transfer, when control is switched back to PCS control.
Also in case of a failure detected in the closed loop , the propeller pitch set-
point output is set equal to the actual pitch feedback
Zero pitch setpoint during The pitch behaviour during shutdown, depends on the type of shutdown,
shutdown and disabled and also whether the system is equipped with a thrust clutch or not.
propeller ▪ If a thrust clutch is not included in the system, a shutdown or emergency
stop will be commanding zero pitch to the setpoint system. The shut-
down condition must be removed and reset, and the pitch setpoint lever
must be put in zero position to reset the shutdown zero pitch command
▪ When a thrust clutch is included in the system, a shutdown or emer-
D405A1-01-AT3000
gency stop will disengage the thrust clutch and stop the engine
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▪ In case of an overspeed shutdown, the actual propeller pitch position is

Description
not allowed to be changed. If a thrust clutch is mounted on the system it

will not be disengaged
- 33 (94)
AT3000;
Pitch feathering position Feathering position of the pitch propeller is used when the ship for some rea-
control son is sailing with only one of two propulsion lines. It adjusts the propeller
pitch on the stopped propulsion line to a position where it is as streamlined
as possible when pulled through the water by the other propeller on the ship.
The conditions for selecting feathering position of the pitch propeller is stop-
ped engine or de–clutched propeller.
The feathering position control is operated from the PCP´s.
A similar function may also be used on double ended ferries, supplied with a
de–clutchable propeller in both ends and both propellers driven by the same
engine.
Pitch setpoint slope The pitch setpoint slope rates are specified by a fixed setting in % pitch/sec.
This pitch setpoint slope is normally adjusted according to how fast the pitch
is able to move from full ahead to full astern.
Another slope is selected when Increse Load Limit is activated. This will give
a faster response on the pitch setpoint.
CPP booster pump The electrical CPP booster stand–by pump is started in case of slow move-
ment of the pitch. During normal operation only one pump is used to control
the pitch. When the CPP booster pump has been started, it will be kept run-
ning for 5 minutes.
Certain four–stroke plants will not have this booster pump function. In these
plants, the configuration will consist of a mechanically driven main pump and
an electrical stand– by pump.
Combinator control The combinator control function in the PCS is active when combinator mode
is selected. The setpoint commands to the main engine and the propeller
pitch are based on the same setpoint lever. The setpoints are calculated
based on predefined combinator curves in the PCS.
There is one curve for rpm and one curve for the corresponding pitch.
The combinator curves are calculated in such a way, that pitch reduction due
to overload of the main engine will not take place during normal operating
conditions.
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Description
34 (94) -
AT3000;

Transfer of control location
The PCS can be operated from the control station in the ECR, or from the
bridge.
The control location can be transferred between ECR and bridge, or
between bridge and ECR on request from either a bridge panel, or on
request from the ECR panel without a previous request from the bridge.
The control location making the request does not have to be the present
control location.
Transfer of control between bridge and ECR will require accept from the
receiving station. This is done from the PCP's touch screen.
Forced change–over from Forced change–over from bridge to ECR control is possible as option. This
bridge control to ECR control possibility will be excluded on some plants.
The engineer can make the forced changeover from bridge to ECR control
by pressing the IN COMMAND key on the MPH in the ECR, without a previ-
ous change–over request from the bridge.
An alarm will be given in order to inform the bridge personnel about the lost
control.
Failure on setpoint levers The setpoint levers are individually supervised for failure, with an alarm for
each lever.
It is not possible to transfer control to a control position, which has a failure
on the setpoint lever.
Local/remote control transfer There may be two switches in the machinery space, used for transfer of the
control between local and remote. One switch is dedicated to the control of
the propeller and the other one is for the control of the engine.
The control transfer of the PCS depends on the local/remote signal from the
pitch control system. Local control at the propeller side is indicated by
LOCAL LED on the bridge and ECR / MHP panels.
The control is changed over to LOCAL as soon as the “Pitch Local Control
on” feedback signal to the PCS is activated. The IN COMMAND indications
on the MHP's are switched off. In the ECR this change–over is done without
any buzzer indication and confirmation from the operator. When changed
from BRIDGE to LOCAL, the LED in the LOCAL softkey will start flashing and
the buzzer will sound until acknowledged from the PCP on the bridge
To switch back to remote control, the local/ remote switch in the Local Oper-
ator Panel - Propeller must be changed to position REMOTE. This change
will "invite" the operators by flashing the IN COMMAND at all control loca-
tions. The first MHP to be selected will be gravited control.
The local/remote control switch on the engine is used to block for remote
D405A1-01-AT3000
start of the main engine, when it is in local control. As soon as the main
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engine is switched back to remote control, the startblock of the main engine
Description
is removed, and it will be possible to start and stop the main engine from
ECR or bridge control again.
If the engine is started in local, an alarm will be activeated with information
"Engine runnig in local control".
- 35 (94)
AT3000;
Engine control from ECR

For the four stroke engines independent engine start, stop and speed control
often is included in the engine safety and control system delivered as a part
of the engine and described in the engine instruction manual. For the two
stroke engines Independent Engine control from ECR is included in the
Alphatronic 3000 system. Independent and manual engine control from ECR
is included in the Engine Handle Panel described in chapter 2 Hardware
overview, Engine Handle Panel.
Transfer of responsibility to the Engine Handle Panel for Manual engine start,
stop and speed setting requires changeover from local to remote control on
the engine local operator panel and activation of the Manual Engine Control
button in the Engine Handle Panel. The indicator in the panel will be switched
on when the panel is in control.
When the Engine Handle Panel is in control the engine start, stop and speed
setting is executed with the lever in the panel. At the same time the propeller
pitch can be controlled in Separate mode with the lever in the Manoeuvre
Handle Panel in ECR.
When the Manual Engine Control button in the Engine Handle Panel is deac-
tivated the engine control will be transferred to the Manoeuvre Handle Panel
in ECR with combined control of engine speed and propeller pitch.
Transfer of engine control from the Manoeuvre Handle panels to the Engine
Handle panel is simple selected with the button Manual Engine Control. If the
Manual Engine Control button is activated while the propulsion is controlled
from the bridge; the engine control responsibility will be forced transferred to
ECR. An alarm will be given in order to inform the bridge personal about the
lost control.
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Description
36 (94) -
AT3000;

Thrust mode control
The AT3000 propulsion control system can be operated in three different
thrust modes in normal control level:
▪ Combinator mode
▪ Constant rpm mode
▪ Separate mode
The mode determines how the setpoint lever located at the panel in control is
interpreted, ie the corresponding relationship between the setpoint lever
position and pitch/rpm commands.
Combinator mode, figure 21 The combinator mode is normally used when sailing without a shaft genera-
tor, but in case the shaft generator is of the variable rpm type, (ie equipped
with a frequency converter or consumers able to handle a variable frequency
e.g. between 50 and 60 Hz) this mode can also be used for shaft generator
operation.
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Description
Figure 21: Typical basic combinator curves for shaft rpm and the corresponding
propeller pitch Combinator mode.
A number of propulsion efficiency considerations for propeller and engine

may change the shapes of the curves on figure 21.
- 37 (94)
AT3000;
The setpoint lever controls both main engine rpm and pitch position accord-
ing to pre–programmed combinator curves.

The rpm and pitch setpoints from the combinator control curves may be limi-
ted automatically in the following cases:
▪ Load up program active
▪ Maximum ECR load limit is adjusted to a limit between typically 70% and
100%
▪ Charge air limitation is active
▪ Rpm/torque limitation is active
▪ Main engine load reduction
Please refer to figure 22.
Figure 22: Load controller in combinator control mode

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Description
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AT3000;
Constant rpm mode, The constant rpm mode is normally used for shaft generator operation, if it is

figure 23 connected directly to the MSB without a frequency converter. The setpoint
from the PCS to the main engine governor is adjusted to a value correspond-
ing to the MSB (main switch board) frequency.
In case of a main engine with a speed–droop governor, the governor set-
points can be continuously adjusted based on rpm raise/ lower signals from
the power management system in order to keep a constant MSB frequency,
and to obtain a specified load sharing between the shaft generator and other
running diesel generators.
Figure 23: Combinator curves for shaft rpm and the corresponding propeller pitch
Constant speed mode
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Description
- 39 (94)
AT3000;
The propeller pitch is determined by the position of the lever on the bridge or
in the ECR.
When the main engine is equipped with a governor without speed–droop,
the governor is responsible for keeping the constant rpm corresponding to
the MSB frequency.
Please refer to figure 24.
Figure 24: PCS controller in constant rpm mode with frequency control of shaft generator
PTO mode The shaft generator works as a normal generator, ie power take off from the
gear. The power management system can be set–up for operation with the
SG alone on the MSB, or it can supply one or more of the ships thrusters.
This will depend on the selected mode of the power management system.
PTI mode If the propeller and the gearbox are designed for power boost, and the PMS
(Power boost) is able to switch the SG over from generator to electro motor. It will be possi-
ble in the constant speed mode to add DG power to the propulsion line.
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Description
40 (94) -
AT3000;
PTI mode The shaft generator is in this mode used as an electric propulsion motor to

(Power take home) drive the propeller (optional) via the gear while the ME is stopped. Please
refer to figure 25.
The PCS load controller includes an analog feedback signal for the actual SG
motor load, which is used to protect the SG motor against overload by
reducing the propeller pitch, if the measured “Actual SG motor load”
becomes higher than 100%.
If the power on the MSB, which is available for PTI propulsion, is lower than
the maximum load on the SG motor, the “Maximum SG motor load” limit in
the PCS must be adjusted according to the available power on the MSB,
and the load controller will then protect the diesel generators against over-
load.
As an option, it is possible to protect each individual DG connected to the
MSB against overload from the propeller pitch, but this requires an additional
DG power feedback input from each of the diesel generators. If the load of
one of the generators is increased above a predefined limit, eg adjusted to
90–95% of the generators maximum load, then the pitch will be reduced to
protect the diesel generator against overload.
Whether the shaft generator works as a generator or as a motor, is deter-
mined by the power management system.
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Description
Figure 25: PCS load controller in PTI mode for take home power
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AT3000;
Separate mode Main engine rpm and propeller pitch can be controlled individually. Separate
mode is available from both the bridge and the ECR panels. Please refer to
figure 26.
Rpm and pitch can be adjusted without any restrictions, however, if the
adjusted pitch setpoint corresponds to an overload situation of the main
engine with the present main engine rpm setpoint, the propeller pitch will be
reduced until the main engine is no longer overloaded.
The separate mode is only available in case of diesel propulsion, ie not in PTI
mode.
Figure 26: Load controller in separate control mode
Mode changes From the panels on the bridge and in the ECR the following modes are avail-
able:
▪ Separate mode
▪ Combinator mode
▪ Constant rpm mode
A new mode is selected by pressing the corresponding softkey (COMBINA-
TOR, CONST. RPM or SEPARATE) on the PCP.
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If a mode change is requested from the panel, while a blocking for the
change is active, nothing will happen, but a warning is given by the buzzer as
Description
a short beep.
If a mode change with no blocking is requested from the panel, the lamp for
the requested mode is turned on and the lamp for the previous mode is
turned off.
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AT3000;
When all requirements are fulfilled and the mode change is executed, all

parts of the propulsion machinery are ready for the selected mode.
Mode change requirements

Constant rpm mode to If the shaft generator is connected to the MSB either as producer of power
separate mode or for consumers on the ship or for alternative propulsion, it is required that it is
combinator mode disconnected before start of the mode change is accepted.
Separate mode to There are no restrictions, which can block this mode change.
combinator mode or
constant rpm mode
Backup control local In case of failure of the computerised part of the PCS System, eg a break-
down of the PCS CPU or other critical failures in the PCS system, it will no
longer be possible to start/ stop the engine and engage/disengage the thrust
clutch from the PCP's, or to use the combinator curves and load controller
functions in the PCS. In this case it is recommended to select one of the two
backup modes for control of the main engine rpm and propeller pitch.
These backup control and local operation modes are independent of the
AT3000 PCS, i.e. they are also working when the PCS CPU and some of the
operator panels in the AT3000 system are switched off. Backup control can
be done from one of the PCP's on the bridge or in ECR.
Backup control In backup control, the main engine is running in constant rpm mode, control-
led by the main engine governor, and the propeller pitch is then directly con-
trolled by means of pushbuttons on the PCP's on the bridge or in the ECR.
Backup control can be selected while engine and propeller is running in
remote control.
Local control of propulsion Local operation of the engine start/ stop, clutch, rpm and propeller pitch is
plant done locally in the machinery space.
Please refer to separate manuals for engine, gear and propeller.
Load control during backup During backup control, it is the responsibility of the operator to avoid over-
modes load of the main engine.
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Description
- 43 (94)
AT3000;
Load control
Figure 27: Load controller limitations for charge air, rpm/torque and max limit
Load PI–controller The load controller is operating by means of a PI–controller, which reduces
the pitch setpoint to the propeller,ie if the resulting torque from one of the
limiters is lower than the actual main engine torque.
The main engine torque is calculated by means of the main engine fuel index
and rpm.
The resulting torque from the limiters is the output from a minimum selector,
with the value from the lowest of the limiters, ie charge air pressure, rpm/
torque, load up program, load reduction and ECR maximum limit.
PTI control
In case the main engine is out of operation, the power take in (PTI) control
can take care of the connection of an external power source, normally the
shaft generator used as an electric motor, to the gear and propeller, using
the SG as power maker for propulsion.
The set point system includes an independent combinator curve, where the
maximum pitch for 100% set point ahead should be adjusted according to
the maximum load on the SG motor.
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The PCS load controller includes an analog feedback signal for the actual SG
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motor load, which is used to protect the SG motor against overload by

reducing the propeller pitch, if the measured “Actual SG motor load”
Description
becomes higher than 100%.
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AT3000;
If the power on the MSB, which is available for PTI propulsion, is lower than

the maximum load on the SG motor, the “Maximum SG motor load” limit in
the PCS must be adjusted according to the available power on the MSB,
and the load controller will then protect the diesel generators against over-
load.
As an option, it is possible to protect each individual DG connected to the
MSB against overload from the propeller pitch, but this requires an additional
DG power feedback input from each of the diesel generators. If the load of
one of the generators is increased above a predefined limit, eg adjusted to
90 – 95 % of the generator’s maximum load, then the pitch will be reduced
to protect the diesel generator against overload.
Optional function: Prepare / The following four sections will describe a sequence going through the steps:
End operation. ▪ End operation (of engine)
▪ Prepare PTI
▪ End operation (of PTI)
▪ Prepare operation (of engine)
End operation (of engine) When engine operation is stopped, activation of the END OPERATION key
on the prepare/end set–up menu, will initiate the following control sequences
for close down of diesel engine propulsion mode:
1. Disengaging the propeller thrust clutch (if incorporated in the gear), dis-
connecting the propeller shaft from the gear. In manual control this can
be done from the clutch control menu.
2. Disengaging the PTO clutch (if incorporated in the gear), disconnecting
the PTO shaft from the shaft generator. In manual control this can be
done from the PTO clutch menu.
3. Main engine stop, if running. In manual control this can be done from
the ME start/stop menu.
4. The END OPERATION sequence is finished when the engine is stop-
ped.
Prepare PTI The precondition for selecting PTI propulsion is that the main engine is stop-
ped. When no interlock conditions for PTI Mode is present, the operator can
activate the PREPARE PTI key on the prepare/end set–up menu, and the fol-
lowing control sequence will be initiated to set–up the PTI mode:
1. Start pre–operation signal is transmitted to the gear and propeller auxili-
ary systems for start of auxiliary equipment. In manual control, the auxil-
iary equipment must be started from the corresponding motor starters.
2. Disengage ME clutch, which is disconnecting the ME from the gear. In
manual control this can be done from the ME clutch menu.
3. Select PTI START. In manual control this can be done from the PTI
D405A1-01-AT3000
control menu. This will send a signal Gear ready for PTI to the PMS/
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MSB, which will initiate the following operations for the shaft generator
Description
in the MSB:
– Inhibit reverse power protection as long as the SG is used as motor.
– Open the switch for de–excitation of the SG motor.
– Start the SG as el motor.
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AT3000;
4. When the tachometer on the PTI shaft detects that the PTI shaft speed
> 97 %, a PTI running signal is send to the MSB, which will:

– Close the switch for excitation of the SG motor.
5. After a short time delay, engagement of the PTI clutch (if incorporated)
is connecting the propeller shaft to the PTI shaft. In manual control this
can be done from the PTI clutch menu.
The system is ready for propulsion in PTI mode when the PTI shaft is running
and the PTI clutch is engaged. If no PTI clutch is in-corporated in the plant
engagement, the thrust clutch will connect the propeller shaft to the gear. In
manual control this can be done from the thrust clutch menu.
The PCS load controller is protecting the SG motor against overload by
reducing the propeller pitch, if the measured ACTUAL SG MOTOR LOAD
becomes higher than the adjusted MAXIMUM SG MOTOR LOAD. The MAX
SG MOTOR LOAD must be ad-justed according to the available power on
the MSB, which again will depend on the number of DG’s connected to the
MSB
End operation (of PTI) When PTI operation is stopped, activation of the END OPERATION key on
the prepare/ end set–up menu, will initiate the following control sequences
for close down of the PTI propulsion mode:
1. Disengaging the propeller thrust clutch, disconnecting the propeller
shaft from the gear. In manual control this can be done from the thrust
clutch menu in the gear and clutch group.
If no thrust clutch is incorporated in the plant, disengagement of the PTI

clutch is disconnecting the propeller shaft from the PTI shaft. In manual
control this can be done from the PTI clutch menu in the gear and
clutch group.
2. Select PTI STOP. In manual control this can be done from the PTI con-
trol menu. This will send a signal PTI OUT OF SERVICE to the PMS/
MSB, which will initiate the following operations for the el motor in the
MSB:
– Open breaker (to MSB) to trip the SG motor.
3. When the PTI shaft speed tachometer < 3 rpm, the ME clutch will be
engaged, for connecting the ME to the gear again. This operation will
require manual synchronisation of the engine, output shaft and gear
input shaft. In manual control the ME clutch can be engaged again from
the ME clutch menu.
4. The PTI END OPERATION sequence is fi nished when the engine again
is connected to the gearbox.
Prepare operation (of engine) To set–up propulsion with the main engine the operator can activate the
PREPARE OPERATION. key on the prepare/end set–up menu, and the fol-
D405A1-01-AT3000
lowing control sequences will be initiated to set–up the normal propulsion

mode again:
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1. START PRE–OPERATION signal is send to the engine, gear and pro-

Description
peller auxiliary systems for start of auxiliary equipment. In manual con-

trol, the auxiliary equipment must be started from the corresponding
motor starters.
2. Start main engine. In manual control this can be done from the ME
start/stop menu.
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AT3000;
3. Engaging the PTO Clutch (if incorporated in the gear) is connecting the

PTO shaft to the shaft generator. In manual control this can be done
from the PTO clutch menu.
The system is ready for propulsion when the diesel engine is running and the
PTO clutch is engaged.
Engagement of the thrust clutch will connect the propeller shaft to the gear.
When the SG motor has been in service as el motor, the following sequences
should be carried out before the shaft generator is ready to be connected to
the MSB for supply of electrical power.
Set up operation with shaft When the SG motor has been in service as el motor, the following sequences
generator should be carried out before the shaft generator is ready to be connected to
the MSB for supply of electrical power.
1. Select constant speed from the PCS panel, or from the external request
to the SG interface.
2. When the constant RPM mode is selected and the engine is running at
nominal speed, a GEAR READY FOR PTO signal is send to the MSB,
which will:
– Switch–on the reverse power protection.
– Connect a battery for some seconds for re–excitation of the alterna-
tor.
– Synchronise the DG and close the SG bus bar breaker.
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Description
- 47 (94)
AT3000;
Speed pilot
The Alphatronic 3000 system may optionally be equipped with a speed pilot
function, ensuring a constant ships speed over ground. This function will
relieve the operator from constantly monitoring the speed of the vessel and
constantly changing the thrust from the handle as external forces such as
wind, current and waves are changing the ships speed along its route.
The speed pilot function is normally using the Speed Over Ground (SOG)
from the vessels GPS system. If the setpoint is above the actual speed, the
thrust order will be increased and opposite if the setpoint is below the actual
speed.
The Thrust Mode of the system is not changed when selecting the speed
pilot. The speed pilot is regarded a Control Station. When selected, the
Speed Pilot will thus appear from the screens as ‘Control Station in Com-
mand’.
There are a number of criteria for the Speed Pilot to be engaged:
▪ Speed sensor working (serial connection to vessels GPS)
▪ Normal Control on (i.e. not BACKUP or LOCAL)
▪ Bridge IN COMMAND (i.e. control via Speed Pilot from ECR not possible)
▪ Handle position must be above 2 in ahead direction
▪ The propeller is clutched in
If one of the criteria for the Speed Pilot fails while it is engaged, the present
command is maintained and the positions of the MHPs are unchanged. The
operator can now select IN COMMAND from any handle on the bridge and
continue control without the speed pilot.
In case one of the criteria for the Speed Pilot fails while it is engaged, an
alarm will be given.
It is important that the speed pilot is not acting too fast on changes in the
vessels speed as this may increase the fuel consumption unnecessarily. In
order to be able to judge the performance, the system has a graphical trend
function and possibilities of adjustment from the Propulsion Control Panels.
Alarm announcement and indication

New alarms in the PCS are activating the internal buzzer in the PCP, and
shown in clear text as they appear. If an alarm is present in the PCS, the red
LED on all PCP's and all MHP's will be on.
Buzzer warnings The buzzer warns with a short beep at bridge panels or ECR panel depend-
ent on control location at:
▪ Activation of a PCS panel hard key on a panel which is not in control
▪ Activation of a PCS control function softkey on a panel which is not in
control
▪ Start request for main engine with one or more start blockings
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▪
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Request for clutch operation with one or more blockings

Description
If an alarm is announced in the PCP the call for attention is as well

announced in the ships alarm system. Alarms in the PCS has to be acknowl-
edge from the PCP in the ECR.
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AT3000;

Telegraph System
The Alphatronic 3000 system incorporates a telegraph system
fore be set into service at any time from the bridge. Only the bridge can acti-
vate and deactivate the telegraph system, and only the bridge personnel can
give orders via the system.
Figure 28: Telegraph System

The personnel in the machinery space must acknowledge orders from either
ECR or locally on the engine or the propeller.
Local operation of the telegraph is carried out from the LOP on either engine
or gear/propeller. Please also refer to the separate propeller manual dealing
with the LPCS.
The telegraph order panel includes a WRONG WAY alarm indicator, telling
that there is a discrepancy between the given pitch order from the active
MHP and the actual pitch position.
There is a time delay making sure that the propeller will normally be able to
D405A1-01-AT3000
move to the requested pitch position without giving this alarm.

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Description
- 49 (94)
AT3000;
Sub-Telegraph
The Sub Telegraph function using the orders AT SEA, STAND BY and FWE
(Finished With Engine) is always active. I.e. the telegraph system does not
have to be IN SERVICE in order to give these orders. If a new order is given,
the telegraph alarm will sound in the machinery area until the sub telegraph
order is acknowledged.
For the two stroke engines additional functionality is included in the sub-tele-
graph orders from the Telegraph Order Panel. In the propulsion control panel
is included a Sub-telegraph menu with indication of status of parameters
necessary for fulfilling the sub-telegraph conditions.
When Sub telegraph order Stand by is requested and confirmed the stand
by indicator remain flashing until the parameters related to stand by condition
is fulfilled.
The same when Finish with engine is selected the indicator remain flashing
until the parameters related to the condition is fulfilled.
Finish with engine status is fulfilled when the signal engine Blocked from the
electronic injection system is on and the main start valve and the safety air
valve are closed.
Stand by and At sea conditions are fulfilled when the signal engine Ready
from the electronic injection system is on and the main start valve and the
safety air valve are open. Further the CPP hydraulic oil pressure must be
available.
To fulfil the sub-telegraph conditions these safety precautions must be
changed every time the engine is started or stopped. The sub-telegraph con-
ditions must be fulfilled within 5 minutes after selection of sup-telegraph sta-
tus otherwise a sub-telegraph alarm will be activated.
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Description
50 (94) -
AT3000;

4. Operation
This chapter will first explain about the three operating levels, and then
explain the operation of the various operator panels in details. The basic
function of each panel was explained in chapter 2, Hardware Overview.
Operating levels
The propulsion plant can be operated at three different levels:
▪ Normal control
▪ Backup control
▪ Local control
Only the two levels Normal control and Backup control are described below.
Local control is carried out from the machinery space. Description of this
operating mode is described in separate manuals. However, the Alphatronic
3000 features a telegraph function that can be used for communication
between the ships bridge and the machinery space during Local control.
Operation of the telegraph system is described later in this chapter.
Normal control The following description of operation in Normal control mode, assumes that
all parts of the system are in full function.
A typical scenario on board a vessel before leaving port could be that the
operator on the bridge uses the telegraph system to issue the order STAND
BY, thus asking for all machinery required for propulsion to be started and
made available for remote control.
The crew in the machinery area will start the necessary auxiliary systems and
then the main engine. The main engine may be started either from the screen
of the PCP or via other means depending in the main engines facilities. Hav-
ing started the main engine and prepared all other systems, the control may
be transferred to the bridge. Transfer of control to the bridge may be initiated
by the engineer in the ECR. The bridge must accept before the actual trans-
fer is taking place.
Once the operator on the bridge wants to control the vessels movements, he
will first clutch in the propeller and then move the handle in the desired direc-
tion for thrust control.
During manoeuvres in the harbour, the operator may have a better overview
from one of the wing panels. As the bridge is considered one control loca-
tion, the operator can simply go to any other control station and push IN
COMMAND. The control is immediately transferred to that panel in which the
handle is already aligned.
Backup control In case of malfunction of the remote control system; i.e. the PCU (the central
computer unit normally located in the ECR) or one of its interfaces, the
D405A1-01-AT3000
Backup control level may be used, enabling the operator on the bridge still to
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control the vessel. However, the level of automation is reduced.

Description
Selection of Backup control can be done at any time from any control loca-
tion (Bridge or ECR), provided the communication on the Backup and tele-
graph bus has no failure and provided the LPCS is able to control the propel-
ler.
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AT3000;
Selecting Backup control will order the rpm of the main engine to fixed
speed, normally corresponding to the rpm for shaft generator operation. The
pitch of the propeller can now be controlled directly from the backup screen
of the PCPs.
Local control During local control, neither the remote control system nor the backup con-
trol system is in control. The facility provided by the system is communication
via the telegraph system, independent from the Propulsion Control Unit.
The telegraph system is thus only a communication system between the
ships bridge and the machinery space. Control is being done locally from the
machinery space.
The operator on the bridge can at any time activate the telegraph system,
giving acoustic indication from its own units. In addition to activating its own
buzzers, the telegraph system will activate the external telegraph horns/
gongs and light columns in the machinery space.
Any new order from the bridge will initiate a telegraph alarm, which may be
acknowledged by the machinery crew either from the ECR or from the Local
Operator Panel.
Details of actual operation of the machinery during local control can be found
in the manuals for engine, gear and propeller.
Propulsion Control Panel

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Figure 29: Propulsion Control Panel

Description
52 (94) -
AT3000;

NORMAL mode
Pushing the NORMAL push button, will select the below HOME screen.
In this chapter, a soft key with black text has a ‘control function’ such as
‘Stop Horn’. A soft key with white text will change to a new screen. E.g.
‘Control Location’.
Blue text is guidance information e.g. Thrust Mode.
White text is dynamic status/indication e.g. Combinator.
Figure 30: HOME screen
The HOME screen has the following indications in order to give an overview
of the operational situation:
Selected Control Level. The possible indications are: Local, Backup and Nor-
mal
Control Station in Command. The possible indications are:
▪ Bridge Centre
▪ Bridge Aft.
▪ Bridge Stb. W (W = Wing)
▪ Bridge Port W
▪ Brg Aft. Stb. W
▪ Brg Aft. Port W
▪ ECR (Engine Control Room)
▪ Local
D405A1-01-AT3000
▪ Joystick
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▪ DP (Dynamic Positioning system)

Description
▪ SPP (Speed Pilot)

Thrust Mode. The possible indications are: Separate, Combinator or Con-
stant
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AT3000;
The uppermost line on the screen will indicate the oldest unacknowledged
alarm. When an alarm appears, the buzzer will sound in all PCPs. By pushing
the Stop Horn softkey at the top of the screen or the push button STOP
HORN on the PCP, all buzzers on that location will be stopped. If the buzzer
is stopped from the ECR, also the buzzer on the bridge will be stopped. Pro-
vided the right to Acknowledge, this can be done by pushing the softkey
Acknowledge. For further details on alarm handling, please refer to the sepa-
rate chapter Alarm handling later in this manual.
The left side of the screen will stay permanent except for list formats (alarm
lists, start blocking lists etc). The four softkeys in the left side will have the fol-
lowing functions, where the present screen selection is indicated by the grey
triangle:
Control Location: will select a screen picture from where transfer of the con-
trol right can be carried out. A flashing green lamp in the upper left corner of
the softkey is indicating a call for change over of the responsibility. Please
also refer to the chapter Control Location below.
Alarm: will select a new menu with overview of the various sub alarms in the
system. From here all alarms can be examined and handled. This softkey
may have a red flashing indicator if unacknowledged alarms are present in
the system. As long as just one alarm is present in the entire system, the red
ALARM indicators in all MHPs and PCPs will be on. Please also refer to the
chapter Alarm handling.
Menu: will select an overview of available functions in the actual plant. Each
of these functions will be explained later in this chapter.
Home: will change to the above shown HOME screen. The same screen can
always be selected by pushing the push button NORMAL in the PCP.
Analogue instruments for shaft speed and propeller pitch
There are two ‘analogue’ indicators on the screen for Shaft Speed and Pro-
peller Pitch. Each indicator has in addition a digital readout. The values dis-
played are live feed-backs from the machinery.
The two yellow triangular indicators are showing the setpoints for shaft
speed and propeller pitch. The two setpoints are derived from the operators
positioning of the handle. Each position of the handle can, depending in the
actual thrust mode, be decomposed into engine speed (and thereby shaft
speed) and propeller pitch. There might be a temporary discrepancy
between setpoints and actual values as it takes some time to accelerate and
load up the engine and to move the pitch of the propeller.
The time indicated in the upper right corner can be adjusted. This system
time is used for time stamping of alarms in the alarm lists.
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Description
54 (94) -
AT3000;

BACKUP mode
Pushing the BACKUP push button, will select the system to go into BACKUP
mode and display the screen below. An alarm will be activated when backup
mode is selected.
Figure 31: Backup Control screen
Once the BACKUP mode is selected from the push button in the lower right
part of the PCP, the above screen will be shown. The BACKUP mode can
only be selected provided the supporting sub systems are working (i.e. the
dedicated serial connection to the LPCS must be running and the LPCS itself
must be in working condition. That is: at least the control module B dedica-
ted to backup control must be in operating condition). If the system can not
enter backup mode, a short beep will be given by the buzzer.
In case of power up of the LPCS system in ‘Remote’ or in case of change
from ‘Local’ to ‘Remote’ the green IN COMMAND lamps in the MHPs will
flash in order to invite the operators to select a control position. If this invita-
tion is not accepted within 10 seconds in the form of a push from one of the
MHPs or in case of a serious malfunction of the PCU, the BACKUP push
buttons with yellow flashing indicators will ‘invite’ the operators for selection
of BACKUP mode. The first PCP requesting BACKUP control, will be granted
control (e.g. the Bridge Center). Should it be decided later, while still being in
BACKUP mode, to transfer Backup control to another PCP, the operator
must select "Normal" from the panel in control. Backup control can then be
selected on another PCP.
When BACKUP mode is selected, the main engine will be commanded to
fixed speed and the pitch set point will automatically be modified in order to
D405A1-01-AT3000
ensure an unchanged thrust on the vessel. From this new pitch setpoint, the
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operator can use the arrow keys up and down to change the thrust on the
Description
vessel.
When in backup mode, it is also up to the operator not to overload the main
engine as the PCU can no longer handle this task.
- 55 (94)
AT3000;
Five softkeys are available for the operator for pitch operation. The keys with
double arrows will increase or decrease the setpoint with 25% upon each
activation. The single arrow keys will increase or decrease the setpoint by
5% upon each activation. The yellow triange will indicate the setpoint as
accepted by the LPCS system controlling the pitch.
The two bargraph indicators will display feedback values in analog form and
as digital values. There will be no indication of shaft rpm setpoint as this is a
fixed value programmed in the engine control system.
With selection of backup control from the propulsion control panel in ECR
and selection of Manual Engine Control form the Engine Manoeuvre Panel an
independent propulsion control level will be available with separate start/stop
and speed setting of the engine form the Engine Manoeuvre Panels and set-
ting of propeller pitch from the Backup menu in the propulsion control panel
in ECR.
For applications where Restart from Bridge is required in case of blackout or
engine shutdown an optional Engine Restart button will be incorporated in
the menu. Activation of the Engine Restart button will send an emergency
restart order to the engine control system.
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Description
56 (94) -
AT3000;

Menu
The softkey Menu will select the below picture, making further selections
possible. The number of softkeys on the screen will depend in the actual
plant configuration. Each selection via one of the squared softkeys is
explained further below.
Figure 32: Menu screen for a four stroke application
Above Menu screen is an example for a typical four stroke application and
below Menu screen is an example for a typical low speed two stroke applica-
tion.
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Description
Figure 33: Menu screen for a two stroke application
- 57 (94)
AT3000;
Engine Start/Stop The Engine Start/Stop screen below is used when starting and stopping the
engine.
The engines status can be seen in the corresponding field.
Via the Start Blocking List it is possible to see what the problem is in case of
an active start blocking, indicated by a red indicator.
Figure 34: Engine Start/Stop screen
Start and Stop orders via the softkeys must always be acknowledged by
pushing the Confirm softkey that appears in order to make sure the order is
intentional.
Figure 35: Stop Confirm softkey

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Description
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AT3000;
In case of a start failure of the engine, it is necessary to do a manual Reset

Start Failure before a new start attempt can be made.
The Start Blocking List has the purpose of giving the possible reason for a
start blocking:
Figure 36: Start Blocking - page 1
If more than one page exists for the vessel, the arrow down key is used to go
to page 2:
Figure 37: Start Blocking - page 2

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Description
- 59 (94)
AT3000;
Clutch Control The clutch control menu will only be available on plants comprising a gear-
box with one or more controllable hydraulic clutches. For two stroke applica-
tions the CPP clutch buttons always will be excluded from the panel. If a two
stroke application comprises a Power Take Home (PTH) mode the engine
disconnection clutch must be manually disengaged in the engine room and
the PTH clutch must be engaged from the clutch menu in the propulsion
control panel.
More than one clutch may be incorporated in the control system. In the
example below, only one clutch is shown. However, further clutches will have
a similar user interface.
Figure 38: Engine Clutch screen
As for the Engine Start/Stop function, also the clutch function, is protected
by two stage softkey activation. I.e. when the Engage or Disengage softkeys
are activated, the operator will be prompted to Confim the action via an addi-
tional softkey in a different position on the screen, as shown in figure 39.
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Description
Figure 39: Engine Clutch, Confirm Engage
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AT3000;

Depending in the clutch type and function in the plant, a number of engage
blockings and disengage blockings will exist. These are shown in the lists
accessible via the corresponding softkeys. Examples are shown below.
Figure 40: Clutch Engage Interlock List
Figure 41: Clutch Disengage Interlock List

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Description
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AT3000;
Selection of gear step 1 or For plants with more than one clutch in the gear the soft key Clutch Control
step 2 priorities will open a gear clutch overview show the present status for the clutches and
make it possible to select between the clutches for further operation accord-
ing to the standard description in chapter 3.
Figure 42: Clutch control mimic for three clutches in the gear
For gear boxes comprising facilities for selection between two steps of
reduction between engine and propeller the priority of low or high step can
be made in the gear clutch overview menu.
Selection of gear step 1 or step 2 is possible with manual control of the
clutches. From the clutch control menu the operator can select engagement
of first PTO clutch and secondly manually engagement of PTI clutch for oper-
ation in gear step 2 (low step) or engine clutch for operation in gear step 1
(High step).
Automatic priority selection with relation to the Manoeuvre handle panel is
available with the two buttons Select Low Speed and Select High Speed.
The buttons for selection of High Step or Low step is related to priority con-
trol of the CPP clutch buttons in the Manoeuvre handle panels.
When the high step is selected activation of the CPP clutch in and out but-
tons in the Manoeuvre Handle Panel will engage and disengage the engine
clutch. If the low step is selected activation of the CPP clutch in and out but-
tons in the Manoeuvre Handle Panel will engage and disengage the PTI
clutch.
The low step 1 or high step selections is only relevant if the engine is running
and the operator want to make a choice between high or low propulsion
power from the main engine.
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Description
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AT3000;
Engine Speed Control This screen will give an overview of the present setpoint to the main engine

and the feed back from the actual engine speed. In addition, possibilities are
offered for change of the setpoint in various modes.
The presently selected set point for Separate mode is displayed and can be
modified by pushing the softkey Separate Speed Set Point. The value can
thus be pre-selected before the mode Separate is entered from the menu
Thrust Mode.
In the same way, the set point for Constant mode can be pre-selected by
pushing the softkey Constant Speed Set Point.
The field Engine Speed Fine Adjust offers a possibility to do a manual adjust-
ment if a slightly higher or lower frequency is desired from the shaft genera-
tor. The amount of this offset is limited to e.g. ± 35 rpm corresponding to ± 5
% variation of the frequency.
Figure 43: Engine Speed Control
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Description
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AT3000;
CPP Pitch Control This screen will give an overview of the present setpoint Command to the CP
propeller pitch and the Feedback from the actual propeller pitch.
Figure 44: CPP Pitch Control
Under CPP Status, the following indications are available:

Control Level can be: Local, Backup or Normal.
Control Mode can be: Online, Offline or Feathered.
Pitch Misalignment can be: Normal or Misaligned.
The Servo Oil Pressure is indicated together with information about the
detection of Zero Pitch Position. The Zero Pitch Position may act as a start
blocking condition if the plant has no thrust clutch. If the plant has a thrust
clutch, this indication will normally work as a clutch in blocking.
Under CPP Pump Control is displayed status for actual CPP pump opera-
tion. The pump control function operates in parallel with the pump control
function in the Local Propulsion Control System. First of all is indicated
whether the pump is running or not and secondly in which operation mode
each pump is running. The pump operation modes can be:
▪ Manual operation (Pumps are controlled locally)
▪ Wind Milling (shaft is rotating with stopped (and disengaged) engine
▪ Boost (two pumps are running to increase manoeuvrability of the plant)
▪ Standby (pump is ready or running in stand by mode)
▪ Master (Pump is running as master pump. Master selection takes place
in LPCS)
▪ Post Lubrication (pump is running in post operation after end of CPP
operation)
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▪ Pre Lubrication (pump is running in pre lubrication before start of the

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engine)
Description
The soft keys Prepare Operation of CPP and End Operation of CPP are used
for start and stop operation of the pumps. To fulfill the criteria for the sub-
telegraph condition standby the CPP pumps must be in service, and after
stop of engine the pumps can be stopped.
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Shut Down & Load Reduction The below screen picture Shut Down and Load Reduction is available for

information about status and for operation of override and reset functions.
Figure 45: Shut Down and Load Reduction
The field Shut Down offers the following indications:

Prewarning: red indicator if a prewarning is active.
Shut Down Active: red indicator if a shut down is active. Details of the active
criteria is to be found in the engines safety system.
Override Active: red indicator if the function Shut Down Override has been
activated by the operator.
The function Shut Down Override can be activated any time. It is thus possi-
ble to activate the function before a critical harbour manoeuvre or it can be
used once a shut down has occurred. If the function is operated after a shut
down has occurred, it will be necessary to perform a Shut Down Reset
before the main engine can be started again.
The softkey Shut Down Reset can remotely via interface to the main engines
safety system, reset a shut down condition on the main engine, once the
reason for the shut down has been removed. The indicator in the corner of
the softkey will flash if it is possible to reset the shut down.
For plants fitted with an oil mist detector, a separate softkey Oil Mist Shut
Down Override will be found (not shown on figure 39)
The field Load Reduction offers the following indications:
Prewarning: red indicator if a prewarning is active
Load Reduction Active: red indicator if a load reduction is active. Details of
the active criteria is to be found in the engines safety system or from the
alarm list of the PCS.
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Override Active: red indicator if the function Load Reduction Override has
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been activated by the operator.

Description
The function Load Reduction Override can be activated any time. It is thus
possible to activate the function before a critical harbour manoeuvre or it can
be used once a load reduction has occurred. If the function is operated after
a load reduction has occurred, it will be necessary to perform a Load Reduc-
tion Reset before the main engine can be loaded up again.
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AT3000;
The softkey Load Reduction Reset will reset a load reduction, once the rea-
son for the load reduction has been removed. The indicator in the corner of
the softkey will flash if it is possible to reset the load reduction.
The two important operating parameters Engine Speed and Engine Load are
constantly displayed on the page.
Load reduction executed as For the two stroke engines automatic load reduction comprises both reduc-
slow down tion of load and slow down of engine speed.
For plants with shaft generator special precautions is taken to prevent black
out and thereby consequential stop of the main engine.
With a shaft generator in service the slowdown procedure will be executed in
the following steps:
1. First of all a load reduction pre-warning is activated for the operator to
take attention. At the same time a signal is send to the power manage-
ment system with request of diesel generator start and disconnection of
the shaft generator from the main bus bar.
2. After a pre-warning time of about 10 seconds the automatic load
reduction will reduce the propeller pitch to an engine load level of about
40 %.
3. When the diesel generators are started and the shaft generator is dis-
connected from the main bus bar the engine will be slowed down to
about 40% of MCR speed. When the engine speed is reduced the pro-
peller pitch again will be increased.
4. A shutdown request will be send to the engine safety system if the shaft
generator remains connected to the main bus bar for more than 2
minutes after activation of load reduction.
5. At any time the Load Reduction Override button can be activated to
avoid both automatic slowdown and consequently shutdown doe to
shaft generator connection to the bus bar.
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Description
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AT3000;
Set Point System The Set Point System screen is displaying the present Thrust Order in the left

side. In the right side, all possible setpoints in the actual entire system is also
displayed in digital form. This makes it possible for the operator to know on
beforehand where the setpoint will go if he wants to change to another con-
trolling lever/system as e.g. a joystick system or dynamic positioning system.
Figure 46: Set Point System
The softkey Set Point Commands Status List will lead to the below overview
of setpoints from all connected units.
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Description
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AT3000;
Thrust Mode This screen will display the current Thrust Order and make change between
the operating modes Combinator, Constant Speed and Separate possible.
The two setpoints that are transmitted from the PCU to the main engine and
the propeller, are always displayed in digital form.
Figure 47: Thrust Mode
In Combinator mode, the system will use an optimized pre-programmed

combination of shaft speed and propeller pitch. This combination is plant
specific and can not be modified by the crew.
In Constant Speed mode, a preselected speed, often corresponding to the
SG speed for operation on the main bus bar, is selected for the main engine.
The position of the handle will control only the pitch of the propeller.
The indicator SG Constant Speed will be green when the Main Switch Board
has acknowledged this operating mode of the shaft generator.
In Separate mode, a specific rpm can be set by the operator. The desired
separate engine speed set point is entered in the menu for Engine Speed
Control. Activation of the softkey Separate Speed Set Point, opens a numeri-
cal keypad in which the speed set point is entered. The rpm set point may be
entered any time and become active once the softkey Separate is activated.
Thrust order fine adjust A function similar to the fine adjustment of RPM is available for fishing vessels
buttons with a need for fine adjustment of power and ship speed related to control of
the net in the water.
Activation of the fine adjust button will move the lever in command 1% in the
D405A1-01-AT3000
requested direction. Levers operating as slave (electric shaft) will follow the
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modified position of the master lever. The operator can at any time change
setting of the lever in command. The next fine adjusts order will then just
Description
moves the master lever 1% away from the new position.

The function is designed with two fine adjust buttons +1% and -1%, but
additional buttons for +10% and -10% as large movement is available.
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The function is limited to control of a lever in command, which means that

the buttons are unable to adjust the thrust order when responsibility is selec-
ted from local, backup, speed pilot, DP or joystick systems. The fin adjust
buttons is similar to start and stop orders disabled in ECR if responsibility is
on the bridge and opposite disabled on the bridge when the responsibility is
in ECR.
Load Control This screen is essential for monitoring and possibly controlling the load of the
main engine.
Figure 48: Engine Load Control
Pitch request refers to what is being requested by the control station handle
in control.
Pitch Command refers to what is being ordered to the CPP. A discrepancy
between request and command may e.g. be due to an active load pro-
gramme during engine load up.
Load Reduction may be activated automatically due to internal or external
request. The standard limit is 60% engine load as seen on the screen. The
indicator will be red in case the function is active. There is a possibility to
override this function from the Shut Down & Load Reduction screen.
The Load Programme function will automatically make sure that engine load
up and load down times are adhered to as required by the engine manufa-
curer. The Load Programme may have the mode Normal or Cancelled. In
case of emergency, it is possible to reduce the load up time of the main
engine considerable by pushing the softkey Increase Load Limit. Activation of
this function will generate an alarm. The function is deactivated again by
another push of the softkey.
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The Maximum Load on the engine can be set manually by the engine crew in
case of temporary engine problems requiring it, such as e.g. after a major
Description
overhaul. Upon softkey activation, a numeric keypad will appear for keying in
the desired maximum engine load.
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AT3000;
The red indicator RPM Limit State will be on in case this limit is active. In the
lines below, the present engine speed and the corresponding limit will be dis-
played. Pushing the softkey RPM Torque Limit will call a screen with a graph-
ical presentation of the limiter curve.
Pushing the Trend Curve will display the below screen with curves showing
the dynamic engine and propeller behaviour. From here the load controllers
performance can be evaluated. If required, the basic Load Control settings
can be adjusted via the password protected softkey PID Kp + Ti.
Figure 49: Trend Curve - engine dynamics

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Description
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AT3000;
Optipac overview The OPTIPAC fuel oil consumption overview is relevant for vessels where

engine fuel oil consumption is available from the engine and a speed pilot is
installed for control of vessel speed. First of all the OPTIPAC concept is a cal-
culation of Combinator curves optimised for a specific vessel by an evalua-
tion of both engine and propeller efficiency in common.
The Alphatronic 3000 OPTIPAC fuel oil consumption overview is basically for
the user to evaluate the consumption and decide optimisation of the vessel
speed compared to fuel consumption per nautical mile and expected time of
arrival to the destination.
Dou to the fact that most of the vessels are operating with a shaft generator
in service for the electrical consumers, the OPTIPAC system might include a
feedback from the power management system with information of power
consumed by the PTO (or for power boost application with power from the
diesel generators delivered for propulsion via the PTI). The power consumed
by the propeller is the difference between engine power and power to the
PTO. The OPTIPAC optimization will then for a desired vessel speed create a
thrust order with an optimised setting of engine speed and propeller pitch.
The fuel consumption overview might be implemented in all vessels incorpo-
rating a ship speed feedback from the GPS, but the optimised thrust control
will only be available for applications with a Combinator curve optimised by
an evaluation of both engine and propeller efficiency in common.
A fuel consumption barograph is available for display of consumption calcu-
lated for the main engine. The propeller consumption is an indication of the
part of the engine fuel consumption related to power consumed by the pro-
peller (exclusive power consumed/delivered the by the PTO/PTI).
Consumption per nautical mile is related to fuel consumption related to
power to the propeller and the obtained speed of the vessel. The information
in intended to be guidance for the navigator for evaluation of the vessel
speed compared to fuel consumption per nautical mile.
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Description
Figure 50: Optipac overview
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AT3000;
Power Boost When the shaft generator is running and sufficient diesel generator power is
connected to the main bus bar, the shaft generator can be switched over
from generator to electro motor.
If no Engage Interlocks are active the Power Boost function can be selected
with the Engage button in the Power Boost menu.
Power Boost from the diesel generators is typical controlled by the propul-
sion control lever and configured with the intention that the main engine is
fully loaded before power is requested form the diesel generators.
When power boost is no longer needed and the SG is expected to be used
as generator, activation of the Disengage button in the Power Boost menu
will switch over from electro motor mode to generator mode.
Figure 51: Power Boost screen

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Description
Figure 52: Power Boost Engage interlocks
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AT3000;
Speed Pilot From this screen it is possible to monitor and control the speed pilot func-

tion.
In the left side, the bargraph is showing the present Thrust Order resulting
from the speed pilot function.
Figure 53: Speed Pilot
The Speed Pilot will control the speed over ground of the vessel. The speed
over ground is normally received via the GPS system.
From the screen it is possible to insert a new set point. After activation of the
softkey Set Point, a numerical keypad will be displayed, allowing the operator
to insert the desired value.
Activation of the softkey In Command will let the speed pilot function control
the thrust of the propeller in order to obtain the requested speed.
The conditions for activating the speed pilot function can be seen on the list
Speed Pilot Interlock List.
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Description
Figure 54: Speed Pilot Interlock List
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AT3000;
The softkey Trend Curve will lead to a graphical display of the performance of
the speed pilot as seen below where Thrust order, speed Setpoint and actual
speed from the GPS are displayed as curves over time.
It is possible to change the scale on the time axis between 10, 20 and 30
minutes.
Figure 55: Trend curve, speed pilot
Pushing the softkey Adjust will display the below screen with a simplified
block diagram of the speed pilot function. From this screen, two adjustments
are available:
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Figure 56: Speed Pilot Adjust, block diagram with adjustment access
Description
Gain: pushing Adjust will display the below keypad. In order to activate
adjustment, the parameter field is touched. An asterisk (*) is shown in front of
the present value. Key in the new parameter and push OK to carry out the
adjustment or Cancel to regret.
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AT3000;

Figure 57: Speed pilot, adjustment of Gain, KP
Filter time constant: By pushing the corresponding Adjust softkey, the filter
time constant can be adjusted in the same way as the gain above.
It is important that the speed pilot is adjusted to be slowly reacting in order
not to increase fuel oil consumption unnecessarily. The performance of the
resulting adjustments can be judged by use of the Trend curve facility
explained above.
It is adviced to make a note of present adjustments before altering them.
Speed pilot for twin propeller On plants with twin propellers the speed pilot must be selected in command
applications on both shaft lines. Only one speed pilot is in service at a time. When the
speed pilot is selected on one shaft line the other shaft line is operating as a
slave.
For applications with propellers designed for pitch feathering the speed pilot
might be available if only one shaft is running and the other propeller is
locked in feather position.
About The below screen will display the information About the software contents of
the system.
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Description
Figure 58: About
- 75 (94)
AT3000;
Time and Date From this screen, the time and date can be adjusted. The time and date
information is used on all alarm and event lists in the system. The time is also
displayed in the upper left cormer of all PCPs.
The operator can choose if he wants to use UTC or the Local time indication
in the system by pushing the corresponding softkey.
Figure 59: Time and Date
PTO/SG Control This screen is used for monitoring of the power take off / shaft generator
interface.
It is also possible from this screen to fine adjust the main engine rpm and
thereby the frequency on the main switch board.
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Description
Figure 60: Shaft Generator Interface
For plants where the shaft generator is able to operate in variable frequency
further information will be available for indication of present PTO/SG interface
status.
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AT3000;
Backup Control Menu This Backup Control Menu screen is for information only. It has the same

contents as the screen shown when the push button BACKUP is activated;
however without the pitch controlling softkeys in the right side of the screen.
Figure 61: Backup Control
Lamp & Buzzer Test The Lamp & Buzzer Test is valid for the location on which it is being used.
The function is explained directly on the below screen.
Figure 62: Lamp & Buzzer Test

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Description
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AT3000;
Tacho system No application with two independent tacho sensors for detection of engine
speed a menu will be available for selection of engine speed feedback.

Default the tacho system will operate with automatic selection of tacho sen-
sor. In automatic selection mode the selected tacho sensor will for safety
reasons automatically be the tacho with the highest rpm. For two stroke
engines with a direct connected propeller, the tacho 1 sensor is the signal
coming for the engine safety system and the tacho 2 sensor is the propeller
shaft speed signal coming from the LPCS system.
Figure 63: Engine Tacho selection
No application where only one tacho sensor is available for measuring of

engine speed the criteria for detection of engine running is for safety season
based on an evaluation of engine rpm feedback together with a binary
‘engine running’ signal form the engine control system.
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Description
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AT3000;
DP and Joystick Interface On application with interface to an external Dynamic Position system (DP) an

interface status screen will be available with information related to interface to
the external system. The external system might be a Dynamic Position sys-
tem, a Joystick control system or a dredge control system. Any external sys-
tem which is allowed to take over the responsibility of the propulsion line will
have an interface screen with information related to the actual status of avail-
ability.
When an external system takeover the responsibility of the propulsion control
all levers will be ordered to zero position. The levers will be locked in this
position and with haptic feedback inform the operator that the control
responsibility is transferred to another control station.
Figure 64: DP or Joystick Interface screen
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Description
Figure 65: Interlocks for transfer to external control system
The DP Interlock list will show criteria to be fulfilled before the external control
system is able to take over control of the propulsion shaft line.
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AT3000;
Control Location
The Control Location screen has the following indicators and functions:
Figure 66: Control Location
Control Level and Thrust Mode indications in the top of the page are identical
to the HOME screen.
The group Control Location is indicating the present control location. The
indication of Engine Local is only for information. The indication for CPP
Local is the one with active control meaning that in case it is activated, no
control from either NORMAL or BACKUP levels is possible.
The group Control Transfer is used when shifting between control locations.
Changing to local control will always have the highest priority meaning that
selection of local control (done loacally on the machinery) does not require
accept from ECR or Bridge. However, if the control is changed to Local dur-
ing operation from Bridge or ECR, the system will warn the navigator via the
buzzer. The indicator in the softkey Local will keep flashing until acknowl-
edged by Bridge or ECR from the corresponding softkey.
Changing from local to remote on the propeller will initiate a request to ECR
and Bridge by sounding the buzzer and flashing the green LEDs in the MHPs
and the indicators on the Conrol Location screen. The control can be taken
by either Bridge or ECR. The panels on all location will repeatedly give three
short beeps while the IN COMAND push button in the MHPs are flashing in
order to ‘invite’ for activation.
Change of control between Bridge and ECR can be initiated from either loca-
tion. The request for change can be initiated from either a MHP or from the
D405A1-01-AT3000
Control Location screen on the PCP by activating the new desired control
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location in the Control Transfer field. The request for change must be accep-
Description
ted by the other location. I.e. if the control is in the ECR and the bridge is
requesting control, this must be accepted by the ECR by selecting the Con-
trol Location screen and here pushing the softkey Bridge. If the ECR wants
to initiate a change to the bridge, then this can be performed by pushing the
softkey Bridge. This will start a flashing in the two MHP indicators IN SERV-
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AT3000;
ICE and BRIDGE and in the softkey Bridge. The buzzer in the PCP will give

three short beeps and then a pause before the three beeps are repeated
until the change is accepted by the bridge.
It is however optionally possible (if so customized on the actual plant) to force
the control from the bridge to the ECR without accept from the bridge. If the
bridge is in control, a request from the ECR for control via MHP or the soft-
key Engine Control Room will immediately transfer the control to the ECR.
The bridge will be alarmed via the buzzer in the PCP and via flashing of the
ECR Control Location indicators that the control has been lost. In order to
stop the buzzer and make the indication steady, the softkey Engine Control
Room must be pushed. If the plant is customized to have forced control take
over from the ECR, this will also take the control from any other ‘higher level’
control systems such as Dynamic Positioning or Joy Stick system, independ-
ent of the status of hardwired signals between the two systems (the Alpha-
tronic 3000 and the DP/JS system).
Dimming of light in panels

The push button DIM will call the below screen where the operator can select
between Night, Dusk and Day illumination levels. These levels are used on all
panels at that location; i.e. all displays on PCPs, all background illumination
of texts in panels and all indicators in pushbuttons on panels.
Figure 67: Dimming setup

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Description
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AT3000;
Engine running mode

For two stroke application with Dual Fuel or Tier III requirements the status
information and control facilities is handled from the Engine Running mode
screen.
Figure 68: Engine running mode in maximum configuration
Engine running mode selection from bridge is available with the keys Tier II
and Tier III. Selected Engine mode is indicated in the button. Selection of Tier
III might be handled manually with the buttons or automatically via a signal
from the navigation system.
Prepare Tier III Feedback for Prepare facility available and selected is used for interlock and
indication of prepare Tier III. The green status indicator in the buttom will be
on whenever Prepare Tier III is selected.
Tier III Compliens information Tier III System Activated and NOx Reduction Active will in addition to indica-
tion in the screen be forvarded to the Voyage Date Recorder.
Dual fuel For dual fuel applications the Dual fuel status will be shown in the screen.
Dual Fuel and Tier III The facilities for Dual Fuel engines and Tier III systems will be configured for
configuration the actual application. Depending on the actual application more or les func-
tions will be available on the screen.
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Description
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AT3000;

Alarm handling
On all screens dealing with alarms, flashing red icons are referring to an
unacknowledged state. The alarm icons in the form of a red (flashing) triangle
in figure 69 is showing an example of an alarm for change to Backup mode
that has not yet been acknowledged. The alarm is thus present in both the
Active Alarms and the All Alarms as explained below.
Alarm lines on the HOME screen and on other overview pages, consists of
three fields. The left field (ZSI3723) has the reference to a unique alarm iden-
tifier used in the system. The center field has an explaining plain text (Backup
Control Selected) and the right field will inform about the state of the present
alarm (On).
Pushing the softkey Alarm will activate the Active Alarms screen.
Figure 69: Alarm
The above figure 69 is showing the alarm lists available for display and han-
dling of alarms. This screen is activated via Menu and Alarm Menu.
The alarm list functions available are:
Active Alarms: In this list all active alarms are displayed. If an alarm condition
that has disappeared, it can be found in the ‘All Alarms’ list.
All Alarms: This is a complete list of all alarm channels defined in the applica-
tion.
System Alarms: Only alarms associated with the PCS itself will be found
here.
Device Fail: A device failure is covering a larger group of alarms. If e.g. a
D405A1-01-AT3000
serial service from the main engine is failing, it will be regarded a device fail-
2018-08-15 - en
ure giving one common alarm and not one alarm for each measuring value
that is now missing from the main engine.
Description
Sensor Fail: This list will display any explicitly detected sensor failure.
Auto Disable: This list will show all automatically disabled (suppressed)
alarms. The function will make it possible to automatically suppres alarms if
e.g. the main engine is stopped.
- 83 (94)
AT3000;
Manual Disable: In this list, all manually disabled alarms can be seen. From
this list, currently disabled sensors/alarms can be enabled again.

Manual Set: This list is showing all channels (if any) that are presently being in
Manual Set mode. From the list it is possible to change the value or to set
the channel back from manual set to automatic dynamic update.
Alam list functions The below alarm list is coming from an activation of the soft key Manual Disa-
ble. However, the general lay out of the list and its operation is common for
all alarm list functions.
Figure 70: Manual Disable list selected
Each entry in the alarm list will, in addition to a possible icon, inform about:
▪ Text explanation of the alarm
▪ The ID of the alarm (or monitoring) channel, e.g. LS001C12
▪ The sate of the channel, e.g. Sens Fail, Normal, Alarm or other state
depending in channel type
▪ The time of the change in state, having a time resolution of 0.01 second
The available softkeys under any alarm list fuction are seen above in figure
70.
Stop Horn will stop the horn. It is operating in parallel with the push button
on the PCP labeled STOP HORN.
Acknowledge All will acknowledge all unacknowledged alarms visible on the
present page.
If there is more than one page of alarms, these older and newer alarms can
be scrolled to by the use of the two arrow keys ‘up’ and ‘down’.
D405A1-01-AT3000
The softkey X will upon activation close the present list.

2018-08-15 - en
Description
84 (94) -
AT3000;
As seen in the figure, an alarm list entry may be starting with a graphical

symbol. The graphical symbols are explained below in figure 71.
Figure 71: Explanation of graphic symbols used in alarm lists
Manual CutOut (MCut) means a manually disabled alarm

Auto CutOut (ACut) means an automatically disabled alarm
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2018-08-15 - en
Description
- 85 (94)
AT3000;
Further handling of alarms from the list is possible by touching the relevant
alarm line. By touching, the below pop-up menu is displayed:
Figure 72: Menu after selection of one singe alarm in an alarm list
If the particular alarm line was selected by mistake, the X in the upper right
corner of the menu may be pushed.
From this pop-up menu the alarm can be Acknowledged without affecting
any other alarms acknowledgement status (as e.g. when using the Acknowl-
edge All feature).
The softkey Enable will first ask for a password as it is done when an alarm is
being manually disabled.
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2018-08-15 - en
Description
Figure 73: Enter a Password
86 (94) -
AT3000;
Once the password is entered, the alarm will be back to normal operating

mode.
The softkey Properties will call the below screen for the alarm in question:
Figure 74: Properties screen for an alarm channel
From this screen it is possible to adjust certain features for the selected
alarm channel. As seen, it is possible to modify the time delay by which it is
activated and deactivated. In addition, the value of the attached ‘sensor’ may
be manipulated for simulation purpose or for the purpose of setting a specific
value for that sensor.
By pushing the softkey Adjust Mode the operator will be prompted for the
necessary password for adjusting the properties. After having entered the
correct password and desired changes, the operator must push Apply for
the change to take effect. If the change is regretted, the key Cancel can be
pushed, leaving the channel as before. Using the softkey OK, will let the
change take effect and leave the Properties screen.
Passwords Level 1 (Password 11): General user access to alarm channels

Level 2 (Password 22): General user access to control parameters
Level 3: Service engineer access for central control parameters
Level 4: Service engineer access for all parametres
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Description
- 87 (94)
AT3000;
Manoeuvring Handle Panel
Figure 75: Manoeuvring Handle Panel
The Manouvring Handle Panel (MHP) is consisting of a physical handle with a

dial labeled from 0 througt 10 in directions ahead and astern. The handle
movement directions on the bridge should always be arranged so that it cor-
responds with the direction of the ships movement. A MHP mounted on an
aft bridge will thus have a reversed movement compared to the MHP facing
forward in the vessel.
All manoeuvring handle panels (MHP) are electrically connected via dual
serial connections, thus ensuring that one and only one panel can be in con-
trol at any time.
The panel in control will have the green lamp in the push button IN COM-
MAND permanently on. The position of all other MHP's will follow the handle
IN COMMAND.
In case of a vessel with two propellers, a dual handle is used. The two ‘half’
parts of the panel are totally independent of each other, ensuring that no
common mechanical or electrical parts on one side will influence the other
side.
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Description
88 (94) -
AT3000;
CPP Clutch The thrust clutch making the propeller rotate can be engaged or disengaged

at the MHP in control. Actual status for the clutch is indicated in one of the
pushbuttons, IN or OUT.
Clutching in or out is done via the corresponding pushbutton. In order to
avoid unintentional activation, the pushbutton MUST BE PERMANENTLY
ACTIVATED FOR 2 SECONDS before it takes effect.
If an attempt to command the clutch to a new status is done while an inter-
lock exists, only a short beep will result from activating the pushbutton.
In addition, the clutches can be controlled from the PCPs where possible
interlocks can bee seen.
The CPP clutch buttons is always related to engagement and disengage-
ment of the propeller. If only one clutch is incorporated in the gearbox the
CPP clutch control will engage and disengage the clutch between the main
engine and the propeller.
For plants incorporating a Power Take Home functionality where the shaft
generator as electro motor can run the propeller while the main engine is
stopped the CPP clutch buttons will control the Power Take In clutch when
the electro motor is running and the diesel engine is stopped and disen-
gaged.
For plants designed for two different steps in the gear the CPP clutch will be
locked to main engine clutch as primary selection. As alternative a priority
selection between low gear step and high gear step might be available. If
buttons for selection of low and high step priority is available the operator by
himself can select priority between low or high step for CPP clutch engage-
ment. Clutch out will independent of selected priority always clutch out the
engaged clutch.
Control Location One of the green indicators LOCAL, ECR or BRIDGE will always be on for
indication of the control location at which control can be performed.
When control is desired at a MHP, the pushbutton IN COMMAND is activa-
ted. If the new control station is within the same location, i.e. the bridge, the
control is immediately transferred provided the MHP has no failure.
When control is transferred between ECR and bridge, the control location
releasing the control has to acknowledge from its PCP. It is however for
some plants possible for the ECR to make a forced control takeover. The
bridge will be notified in such case by the buzzer. If the activation of the IN
COMMAND pushbutton is regretted, the requested transfer can be cancelled
by pushing the button again.
The buzzer will give three short beeps and then a pause before the three
beeps are repeated until the change of local is accepted from the Control
Location screen on the PCP. The lamp LOCAL is indicating that the control
of the propeller is being done from the Local Operator Panel of the propeller.
It is always possible to take control locally without acknowledgement from
any panels of the PCS. An alarm is however given on the bridge, should the
D405A1-01-AT3000
control be lost from there.

2018-08-15 - en
In case the engine is operated locally, an alarm is given in the system. In this
Description
case the control may still be maintained on the bridge. However, the oper-
ated must be aware that the speed setting of the main engine can no longer
be controlled from the bridge.
- 89 (94)
AT3000;
FAILURE The red FAILURE lamp will be on if one of the two power supply lines are fail-
ing or in case both of the redundant network connections are lost. In this
case an alarm is given also in the PCP and to the ships alarm system.
ALARM The red ALARM lamp will be on whenever an alarm is present in the PCS.
Alarms can be seen on the PCPs.
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Description
90 (94) -
AT3000;

Engine Handle Panel
Figure 76: Engine Handle Panel
The Engine Handle Panels (EHP) is a speciality for MAN B&W two stroke
engines. The panel is intended for installation in the engine control room and
available for start, stop and speed setting of the engine. The panel is hard-
wired to the Engine Control System and is able to operate independently of
the Normal propulsion control system.
Once the engine is switched over from local to remote control the operator
can select Engine Manual Control with the pushbutton in the panel. Manual
control from the panel is indicated with light in the pushbutton.
The indicator Load Limited indicates that the engine is loaded above the tor-
que limit and the engine speed might be restricted by the limiter.
Activation of the pushbutton Increase Load Limit will increase the limitation of
the engine and make the engine able to react faster.
Control of the engine is executed with the control lever. When the lever is in
the position STOP the engine will stop (if the panel is In Command). Setting
the lever in stop position will as well send a shutdown reset signal to the
engine control and safety system.
Moving the lever to the position START will start the engine in idle speed.
D405A1-01-AT3000
Moving the lever from start position to maximum position will increase the
engine speed from idle speed to MCR speed.
2018-08-15 - en
For four stroke medium speed engines this functionality is included in the
Description
engine control and safety system delivered together with the engine.
- 91 (94)
AT3000;
Telegraph Order Panel
Figure 77: Telegraph Order Panel

fore be set into service at any time by pushing the key IN SERVICE on the
bridge. Only the bridge can activate and deactivate the telegraph system,
and only the bridge personnel can give orders via the system.
When the system is activated by the brigde pushing IN SERVICE, the tele-
D405A1-01-AT3000
graph buzzer and the external horn will sound intermittent while the IN SERV-
2018-08-15 - en
ICE indicator is flashing on all units. When the system is set IN SERVICE on
the bridge, it will always start with the order STOP
Description
The personnel in the machinery space must acknowledge from either ECR or
LOCAL in order to establish the communication with the TOP on the bridge.
Having accepted the initial activation from either ECR or locally, the person-
nel in the machinery space can freely change between the locations ECR
92 (94) -
AT3000;
and LOCAL without explicitly having to transfer any rights. I.e. the telegraph

‘location’ indicators will simply be updated with the location of the last
acknowledgement.
Local operation of the telegraph is carried out from the LOP on either engine
or gear/propeller. Please also refer to the separate propeller manual dealing
with the LPCS.
The bridge can at any time give a new order, whereby the telegraph alarms
will be activated while the LED of the new order is flashing on all telegraph
panels. When the order is acknowledged in ECR or locally, the telegraph
alarm will be silenced and the new order LED will go to steady light.
WRONG WAY is red alarm indicator, telling that there is a discrepancy
between the given pitch order from the active MHP and the actual pitch posi-
tion. There is a time delay making sure that the propeller will normally be able
to move to the requested pitch position without giving this alarm.
The Sub Telegraph function using the orders AT SEA, STAND BY and FWE
(Finished With Engine) is always active. I.e. the telegraph system do not have
to be IN SERVICE in order to give these orders. If a new order is given, the
telegraph alarm will sound in the machinery area until the sub telegraph order
is acknowledged by pushing the button with the flashing order from either
the ECR or locally.
At power-on the telegraph system will automatically enter the state STAND
BY.
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2018-08-15 - en
Description
- 93 (94)
AT3000;
Sub telegraph for two stroke engines

For the two stroke engines the sub telegraph is more than just communica-
tion between bridge and machinery space. The status finished with engine
and Stand By will send a request to the engine control system for automati-
cally stop or start of the necessary auxiliary equipment for the engine. Neces-
sary auxiliary equipment might be the hydraulic pumps for the electronic
injection system and the scavenge air blowers. When the requested condi-
tions are fulfilled the engine operation status will indicate ready for fulfilled
stand by conditions and blocked for fulfilled finished with engine conditions.
When requested the engineer must fulfill the conditions for the selected sub
telegraph status. The status indicator in the panels will stop flashing when
the conditions for requested sub telegraph status are fulfilled. A sub tele-
graph alarm will be activated if the conditions for requested status are not ful-
filled within 5 minutes.
Figure 78: Engine Sub Telegraph menu for two stroke engines
D405A1-01-AT3000
2018-08-15 - en
Description
94 (94) -
AT3000;
MAN Diesel & Turbo
Info. No.: Item Name: Item Id.:
7B3083 Description 2170179-9

CVR-no. 31611792 (referred to as “MAN Diesel & Turbo”).
Germany registered with the Danish Commerce and Companies Agency under
Copyright 2017 MAN Diesel & Turbo, branch of MAN Diesel & Turbo SE,
Scale: Size: Product Type: Projection: Page No.:

A4 Alphatronic 3000 1 (5)
Date Des. Chk. A.C. Revision Change Chg. Not. Rev.
20130321 SNB ROA 00
20170110 MRKN HHJ Z4 BUP abbreviation added 04
20170517 HHJ ROA X4 EFP abbreviation added 05
20180712 HHJ SRET X4 ACP added – EIP modified 06
Abbreviations and definitions for the Alphatronic 3000 product
Abbreviation Description Definition

AT3000 Alphatronic 3000 Abbreviation for the product name
Propulsion Control
System
ACP Accessory Control The panel comprising separate indications
Panel needed for manual control of a two stroke
engine from the ECR. The panel comprise as
well control of the auxiliary blowers.
BRG Bridge Area The location from which the navigation and
control of the ship is exercised
BRG.AF Bridge Aft The propulsion control station on the aft bridge
the specific prior written permission of MAN Diesel & Turbo.
whom it has been submitted by MAN Diesel & Turbo, and may not be disclosed to any third party without
This drawing is the property of MAN Diesel & Turbo and is to be treated as confidential by the party to
workstation from where the operator has a

good field of vision on the aft end of the ship.
BRG.CE Bridge Centre The navigation and manoeuvring workstation
in the wheelhouse
BRG.PS Bridge Wing Port The propulsion control station in the
workstation for docking on bridge wing port
BRG.SB Bridge Wing The propulsion control station in the
Starboard workstation for docking on bridge wing
starboard
BRK Brake A mechanical devise mounded on the shaft
line and used to decelerate rotation of the
propeller shaft.
CPP Controllable Pitch Propeller with controllable blade angle (pitch)
Propeller Thrust is adjusted by setting of propeller pitch
and shaft speed.
DG Diesel generator Diesel engine with generator used for electric
power production
EM Electro motor Power unit in a diesel electric propulsion plant
or the shaft generator used as electro motor
for power take in to the shaft line
ECP Emergency The panel with the independent CPP
clutch-out panel emergency clutch-out button. Activation of the
button will stop the propeller without stopping
the engines. The function is an alternative or a
supplement to the ESP
MAN Diesel & Turbo
7B3083 2170179-9
Description
EFP Emergency Fuel The panel is related to dual fuel applications.
stop Panel The button is intended as emergency shut
down of the second fuel system. Activation of
the function will not shut down propulsion. The
Emergency Fuel stop function is expected to
be available on the bridge, in ECR in engine
room and external to machinery space.
ECR Engine Control Centralised control station in machinery space
Room for monitoring and control of the ships
machinery.
EHP Engine Handle The panel comprising a Separate control
Panel handle used for manual start/stop and speed
setting of a two stroke engine from the ECR
EIP Engine Indication Display engine rpm
Panel
ER Engine Room The location(s) where the propulsion
machinery is installed
ESP Emergency stop The panel with the independent propulsion

panel power emergency stop button
FPP Fixed Pitch Propeller with fixed blade angle (pitch)
Propeller Thrust is adjusted by setting of shaft speed
and direction of rotation.
GPS Global Positioning Satellite feedback of the actual vessel position
System and or the actual speed over ground
HPU Hydraulic Power Hydraulic tank unit comprising oil, oil pumps
Unit and control valves for control of the propeller
pitch
IDP Illumination Dimmer The panel comprising a dimmer potentiometer
Panel for illumination control of instruments and
indicators on the propulsion control station.
LOCK Shaft locking devise A mechanical devise mounded on the shaft
line and used to prevent wind milling of the
propeller shaft. The lock must be engaged
after stop of rotation and it must be
disengaged before start of rotation
(engine start and/or clutch engage)
LOP Local Operator Propulsion control station locally on the
Panel propulsion machinery
LOP-E Local Operator The LOP-E will typical only comprise local
Panel on main control of the engine, but for some applications
engine the LOP-P might be incorporated in the LOP-E
as well.
MAN Diesel & Turbo
7B3083 2170179-9
Description
LOP-P Local Operator Propulsion control station used for local control
Panel for the of the propeller and the gear
propulsion shaft line
LPCS Local Propulsion Control system for local control and remote
Control System interface for the propulsion shaft line
LPCU Local propulsion Control unit comprising modules for local and
control unit remote monitoring and control of the shaft line.
ME Main Engine The diesel engine related to the propulsion
shaft line. If more than one engine is
connected to the shaft the name will be ME1,
ME2 etc. or MEI (inner) and MEO (outer) for
symmetrical twin shaft applications
MCR Maximum Maximum load of the engine allowed for
Continuous Rate continuous operation
MHP Manoeuvre Handle The panel comprising the thrust control handle
Panel used in normal control level
MP Manoeuvre printer Matrix printer with tractor paper. The printer is
connected to the propulsion control system for

printing of order and feedback events related
to control of the propulsion machinery
MSB Main Switch Board The distribution of electric power between
generators and electric consumers
MSP Machinery Space The location where the propulsion machinery
is installed. Control and monitoring of the
machinery takes place in the machinery space
NFU Non Follow Up Non follow up control is an open loop
control positioning control function where direct
commands are related to visual feedback from
the system to be controlled. Typical used as
alternative control of rudder angle, engine
speed or propellers pitch.
ODF Oil Distribution on Oil inlets to the propeller servo piston with
gear Front end feedback sensor for measuring of propeller
pitch and shaft speed.
ODS Oil Distribution on Oil inlets to the propeller servo piston with
propeller shaft feedback sensor for measuring of propeller
pitch and shaft speed.
PCP Propulsion Control The panel comprising the touch screen for
Panel propulsion setup and thrust backup control
PCS Propulsion control General description of the system used for
system remote control of the propulsion plant.
PCU Propulsion control Specific identification of the control unit
unit comprising the Digital Processor Unit for the
propulsion control system.
MAN Diesel & Turbo
7B3083 2170179-9
Description
PFM Power Filter Module Power filter between the ships supply and the
propulsion control system
PIP Propulsion Propulsion shaft line main parameters, for
Indication Panel Panama instruments and/or instrumentation in
the chief engineers cabin
PMS Power management The system used for general distribution
system control and monitoring of the electric power
onboard the vessel
PS Port Side Specific related to bridge wing in port side or
port side shaft line propulsion machinery,
control units and control panels
PSA Power Supply A Main power supply for the propulsion control
system.
PSB Power Supply B Hot standby reserve power supply for PSA.
Required to be a UPS power supply with
battery backup capacity for 30 minutes
PTH Power Take Home Auxiliary propulsion, where an electro motor
supply power to the propeller whiles the diesel

engine is stopped.
PTI Power Take In Power take in is a power input additional to the
diesel engine. PTI is typical used for power
boost where an electromotor and the diesel
engine both supply power to the propeller
PTO Power Take Out Power take out to other consumers than the
propeller. Typical to a shaft generator, a
dredge pump or a fire fighting pump. Power
used by external consumers will reduce the
available propulsion power.
SAS Ships alarm system The ships alarm system which as well might
comprise power management, pump control,
and general display and logging of measured
parameters.
SB Starboard Specific related to bridge wing in starboard
side or starboard side shaft line propulsion
machinery, control units and control panels
SG Shaft generator A generator connected to a PTO on the shaft
line. The SG is transmitting power from the
propulsion line to electrical consumers. The
generator might as well be used as electro
motor for power take in.
SOG Speed Over Ground Speed Over the Ground is the speed of the
vessel relative to the surface of the earth. The
GPS always gives speed over ground
MAN Diesel & Turbo
7B3083 2170179-9
Description
TISO Twin in single out Two diesel engines (or electro motors)
connected to a common gear box with output
to one controllable pitch propeller
TOP Telegraph order The telegraph for thrust order communication
panel between bridge and machinery space
UPS Uninterrupted Power supply with battery backup that
Power Supply provides emergency power to a load when the
input power source fails. The runtime on
battery is relatively short but sufficient to start
a standby power source.
VDR Voyage Data Interface to the voyage data recorder specified
Recorder according to IEC/EN 61996
W Cable Cable reference for cables to be installed by
the installation yard
Data Bridge centre control station .................................. 2176495-8
Operational equipment
Engine control room station ................................... 2182256-9
Spare part plates Bridge centre control station - connection rail ........ P41011-04-AT3000
Bridge centre control station .................................. P41011-06-AT3000
Engine control room station - connection rail .......... P41023-05-AT3000
Engine control room station ................................... P41023-10-AT3000
Instrumentation ...................................................... P41080-01-AT3000
Instrumentation ...................................................... P41080-03-AT3000
Instrumentation - Q96 ............................................ P41080-07-AT3000
Instrumentation - Q96 / IDP ................................... P41080-08-AT3000
Table of contents
2018-10-05 - en
1 (1)
P-21345 - AT3000 EN
2017-05-16 - en
-
AT3000;
Plate Bridge centre control station - connection rail
1 (2)
P41011-04-AT3000
P41011-04-AT3000
P41011-04-AT3000 MAN Energy Solutions
Pos. No. Qty Item Designation

Bridge centre control station - connection rail
4 Module
P41011-04-AT3000
2017-05-16 - en
Plate
2 (2) -
AT3000;
2015-01-19 - en
-
AT3000;
Plate Bridge centre control station
1 (2)
P41011-06-AT3000
P41011-06-AT3000

Bridge centre control station
1 PCP - Propulsion control panel

1A Plug - male
1B Plug - male
1C Plug - male
2 MHP - Manoeuvre handle panel
2A Plug - male
2B Plug - male
3 TOP - Telegraph order panel
3A Plug - male
3B Plug - male
3C Plug - male
3D Plug - male
4 NFU - Non follow up panel
42A Dimmer
47B Front bezel
49C Push button
412D Switch element
413E Lamp
419F Spring-loaded plug
421G Interface relay
427H Spring-loaded plug
429I Switch element
5 PIP - Propulsion indication panel
5A Spring-loaded plug
5B Analog module
6 ESP - Emergency stop panel
6A Plug - male
P41011-06-AT3000
2015-01-19 - en
Plate
2 (2) -
AT3000;
2017-05-16 - en
-
AT3000;
Plate Engine control room station - connection rail
1 (2)
P41023-05-AT3000
P41023-05-AT3000

Engine control room station - connection rail
3 Module
P41023-05-AT3000
2017-05-16 - en
Plate
2 (2) -
AT3000;
2015-08-26 - en
-
AT3000;
Plate Engine control room station
1 (2)
P41023-10-AT3000
P41023-10-AT3000

Engine control room station
1 PCP - Propulsion control panel

1A Plug - male
1B Plug - male
1C Plug - male
2 MHP - Manoeuvre handle panel
2A Plug - male
2B Plug - male
3 TOP - Telegraph order panel
3A Plug - male
3B Plug - male
3C Plug - male
3D Plug - male
4 EHP - Engine handle panel
43A Front bezel
45B Push button
46C Switching element
47D Lamp
49E Push button
410F Manoeuvre handle
417G Spring-loaded plug
419H Resistor
421I Spring-loaded
423J Push button
5 ESP - Emergency stop panel
5A Plug male
P41023-10-AT3000
2015-08-26 - en
Plate
2 (2) -
AT3000;
2016-09-02 - en
-
AT3000;
Plate Instrumentation
1 (2)
P41080-01-AT3000
P41080-01-AT3000

Instrumentation
0 Instrument box, complete

1 Instrument - RPM shaft speed
2 Instrument - propeller pitch
P41080-01-AT3000
2016-09-02 - en
Plate
2 (2) -
AT3000;
2014-11-04 - en
-
AT3000;
Plate Instrumentation
1 (2)
P41080-03-AT3000
P41080-03-AT3000

Instrumentation
1 Pip - propulsion indication panel

P41080-03-AT3000
2014-11-04 - en
Plate
2 (2) -
AT3000;
2018-01-17 - en
-
AT3000;
Plate Instrumentation - Q96
1 (2)
P41080-07-AT3000
P41080-07-AT3000

Instrumentation - Q96
1 Instrument - 0-40 bar

2 Instrument - 0-110 %
P41080-07-AT3000
2018-01-17 - en
Plate
2 (2) -
AT3000;
2018-01-17 - en
-
AT3000;
Plate Instrumentation - Q96 / IDP
1 (2)
P41080-08-AT3000
P41080-08-AT3000

Instrumentation - Q96 / IDP
1 Instrument
2 IDP - Illumination dimmer panel
2B Gasket
P41080-08-AT3000
2018-01-17 - en
Plate
2 (2) -
AT3000;
Spare part plates PCU - Propulsion control unit ................................. P41511-01-AT3000
Control units
Table of contents
2018-10-05 - en
1 (1)
P-21345 - AT3000 EN
2017-04-27 - en
-
AT3000;
Plate PCU Propulsion control unit
1 (2)
P41511-01-AT3000
P41511-01-AT3000

PCU Propulsion control unit
0 PCU Propulsion control unit

22 Control module
23 Serial interface module
30 Digital module
30A Digital module
31 Combined I/O module
32 Filter module
32A1 Fuse 6.3A
32A2 Fuse 4.0A
33 Cable
34 Ribbon cable
35 Plug pin relay
37 Diode
38 Filter module
39 Ethernet switch
40 PC accessories
41 Module
43 Opto coupler
44 Transmitter
P41511-01-AT3000
2017-04-27 - en
Plate
2 (2) -
AT3000;
Description Power supply ......................................................... D425C1-02-AT3000
Additional equipment
Spare part plates Operational equipment ........................................... P42510-04-AT3000
Safety system ........................................................ P42510-06-AT3000
Restart engine button ............................................. P42510-12-AT3000
Power Supply ........................................................ P42518-04-AT3000
Manoeuvre log printer ............................................ P42524-02-AT3000
Table of contents
2018-10-05 - en
1 (1)
P-21345 - AT3000 EN
MAN Energy Solutions D425C1-02-AT3000
Power supply
Power supply
Design
Figure 1: Power supply
The sketch below shows the design principle of the redundant supplies
where the B supply is equipped with two batteries in order to buffer the con-
sumers for minimum 30 minutes.
Consumers connected to the A/B supply are supplied from the A supply as
long as it is available otherwise the supply is delivered from the B supply.
The unit is furthermore equipped with an electronic earth failure dection.
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2018-11-01 - en
Description
Figure 2: Principle overview of the power supply
- 1 (7)
AT3000;
D425C1-02-AT3000 MAN Energy Solutions
A number of circuit breakers are available to consumers. References and

Power supply
consumers at each breaker is listed in the following table.
Breaker Consumer
F1 PCS supply A
F2 PCS supply B
F3 Bridge equipment supply A
F4 Bridge equipment supply B
F5 LPCU supply A *
F6 LPCU supply B *
F7 Optional supply A *
F8 Optional supply B *
* The power source is supplied from inlet A or inlet B through the diode bridge
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2018-11-01 - en
Description
2 (7) -
AT3000;
Power supply
Alarm handling
The power supply is internally supervised and four different failures can be
detected and relayed to the ships alarm system. The figure refers to the
detailed information of each failure.
Failure description Terminal Figure

T1: A supply: AC failure X1:1
Floating relay, NC contact X1:2
T2: B supply: AC failure X1:3

T3: B supply: UPS failure X1:5

E1: Isolation failure X1:7
T1 and T2, Power supply Icon Meaning of LED’s
DC OK Green LED on: DC output is avaiable.
Led off: DC output is not avaiable.
Boost Yellow LED on: Boost signal is ON (power supply deliveres

additional current for a connected load).
LED off: Boost signal is OFF.
T3, UPS controller System status Current situation and possible Possible correction
reason
There is no current available. ▪ Switch the Mains ON
Probably the Mains is
▪ Check that the power
Gray: Mains OFF switched OFF
supply is available
again
The power supply unit cannot ▪ Switch the Main ON
deliverer DC.
Gray: DC output Either the power supply is not supply is available
not avaiable available or the Mains switch again
is set OFF
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Description
- 3 (7)
AT3000;
System status Current situation and possible Possible correction

Power supply
reason
No current is available, thus ▪ Switch the Mains ON
the load gets its power supply
from the battery.
Yellow: Battery supply is available
mode again
There may be different rea- ▪ Switch the Mains ON
sons:
Red: UPS alarm ▪ No power supply is supply is available
available again
▪ The battery is soon ▪ Solve the battery prob-
empty lems
▪ The battery has to be ▪ Replace the battery
replaced
▪ Check the cables
▪ The battery cannot be between the UPS and
detected battery
▪ There is another bat- ▪ Verify that the fuse is
tery problems installed in the battery
UPS-BAT / VRLA / 24DC / 12AH - 2320322 is an energy storage developed
for continuous monitoring and intelligent management. The energy storage is
in constant communication with the intelligent QUINT-UPS charging controls.
It is possible in this setup to continuously predict the residual life of the con-
nected energy storage.
The life of a VRLA battery, determined by ambient temperature during opera-
tion. In fact, the temperature weighs about 75% on total life, the number of
discharges weighs approx. 12.5% and the number of deep discharges
weights approx. 12.5%.
Our attitude towards the replacement range of the UPS batteries is therefore
clear. The UPS tells you when it's time to replace the battery. It makes it
about 6 months before battery life is over.
Type Typical Temperature Service life Service life Charging cycles Weight
buffer time at +20°C at +50°C at +20°C (standardized)
UPS-CAP < 5 min * -40°C to +60°C * > 20 years * 5 years * > 500,000 * 0.4 kg
UPS-BAT/ > 40 min -20°C to +58°C 15 years 2 years * 7,000 * 0.45 kg
LI-ION
UPS-BAT/ *>5h * -25°C to +60°C 12 years 1.5 years 300 1.3 kg
VRLA-WTR
UPS-BAT/ *>8h 0°C to +40°C 6 to 9 years 1 year 250 1 kg
VRLA
* Particulary good product characteristics
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Description
4 (7) -
AT3000;
Settings The unit is adjusted and configured from the factory and further adjustment is
Power supply
not recommended.
However, the buffer time and earth failure level adjustments are shown below
for reference.
T3: Buffer time.
The required battery backup time can be pre-set according to the table
below, when the time is elapsed the battery is switched off.
Figure 3: Battery backup
Operating mode Description

0.5, 1, 2, 3, 4,10,15 and 20 Buffer time in minutes
PC-Mode Not used
∞ No time limit. Buffering is continued until
the battery is empty (deep discharge
security).
Factory setting.
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Description
- 5 (7)
AT3000;
E1: Earth fail detector Factory setting is 100 kΩ => R.1 in position 9 (90 kΩ) and R.2 in position 10
Power supply
(10 kΩ)
Figure 4: Earth failure detector
System status Operation status LED U LED F LED R

E1 Isolation failure (green) (read) (yellow)
Start-up OFF OFF
No fault OFF
Insulations fault OFF
KE/ wire interruption OFF
System leakage capacitance to high OFF
Internal system failure OFF OFF
Test function OFF OFF
T3: UPS Bar graph The current charging state and the remaining runtime of the battery is deter-
mined during startup of the UPS. The LED will light lights up from bottom to
top during this (charging the battery in mains mode) or from top to bottom
(discharging the battery in battery mode).
When the battery is fully charged and the charging state is determined, this is
displayed by the bar graph. Depending on the charging state and the size of
the battery, the charging can range from a few minutes to hours.
Each LED corresponds to 20% of the total capacity. The lowest LED is divi-
ded into two parts: red for 0-10%, green for 11- 20%.
The current capacity level is indicated by flashing during charging.
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Description
6 (7) -
AT3000;
Power supply
Maintenance
The battery is of the maintenance free VRLA (Valve Regulated Lead Acid)
type. The UPS unit communicate online with the batteries and an alarm is
issued, according to tabel if a bad battery status is observed.
The theoretical battery life time is within a temperature from 0°C to +40°C
around 6 to 9 years.
Used batteries must not be thrown away with household waste, they
should instead be disposed of in accordance with applicable national
regulations.
For long term interruption of supply (1 month), it is recommen-

ded to remove the fuses in the battery packs, thereby discon-
necting the battery monitoring circuit and deep discharging of
the batteries is avoided.
Completely discharged batteries cannot be recharged.
Testing
It is recommended that the power supply is tested at least once every year.
A simple test could be that the A and the B main supplies are switched off.
The outlet should be maintained for at last 30 minutes.
A high attention should be taken during the test as the power, in case
of a malfunction, could be lost before the 30 minutes has passed. Lost
power may result in lost manoeuvrability.
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Description
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AT3000;
2015-02-23 - en
-
AT3000;
Plate Operational equipment
1 (2)
P42510-04-AT3000
P42510-04-AT3000

Operational equipment
2 PIP - Propulsion indication panel incl. 2A

2A Analog module
3 Dimmer
8 Sealing ring
P42510-04-AT3000
2015-02-23 - en
Plate
2 (2) -
AT3000;
MAN Energy Solutions P42510-06-AT3000
Safety system
P42510-06-AT3000
2018-02-28 - en
Plate
2-stroke - 1 (2)
AT3000;

Safety system
1 Special panel
2 Resistor set
3 Revolution counter
4 Time counter
5 Junction box
6 Inductiv sensor
7 Fuse set
P42510-06-AT3000
2018-02-28 - en
Plate
2 (2) 2-stroke -
AT3000;
2017-10-30 - en
-
AT3000;
Plate Restart engine button
1 (2)
P42510-12-AT3000
P42510-12-AT3000

Restart engine button
1 Restart engine button

P42510-12-AT3000
2017-10-30 - en
Plate
2 (2) -
AT3000;
MAN Energy Solutions P42518-04-AT3000
Power supply
P42518-04-AT3000
2017-06-12 - en
Plate
- 1 (2)
AT3000;

Power supply
0 Power supply, complete

12 Battery
19 Power supply
20 UPS controller
21 Redundancy module
22 Curcuit breaker
24 Signal isolator
25 Row terminal
28 Row terminal
P42518-04-AT3000
2017-06-12 - en
Plate
2 (2) -
AT3000;
2017-01-27 - en
-
AT3000;
Plate Manoeuvre log printer
1 (2)
P42524-02-AT3000
P42524-02-AT3000

Manoeuvre log printer
1 Manoeuvre printer
2 Cable with plug
3 Conventer
P42524-02-AT3000
2017-01-27 - en
Plate
2 (2) -
AT3000;
Data Cable plan ............................................................. 2199425-4
Plant drawings
PCS / Plant Installation Documentation .................. 2199429-1
VDR Interface from PCS ......................................... 2171083-3
VDR Interface from telegraph ................................. 2171084-5
Interface from GPS ................................................ 2172660-2
Interface from Master clock .................................... 2188788-6
Installation Guidance .............................................. 2171052-2
Summary of alarms ................................................ 2199426-6
Table of contents
2018-10-05 - en
1 (1)
P-21345 - AT3000 EN
A3
Work station Port Work station SB Work station Center
outdoor outdoor
Manouvre
Printer
& converter
Alpha Supply
Alpha Supply Alpha Supply
2172660-2
Not Alpha Supply
Alpha Supply
Not Alpha Supply
Alpha Supply
2188788-6
Not Alpha Supply
Wall mounted Wall mounted Alpha Supply

in box in box
Alpha Supply Alpha Supply VDR
System
2171084-5
2171083-3
Not Alpha Supply Alpha Supply
PCU cabinet
to be located
in the ECR or
Alpha Supply the engine room
flush mounted
Alpha Supply
Alarm System
2199426-6
2199427-8
Not Alpha Supply
Flush mounted Alpha Supply

start air indicator panel
and seperat dimning
Alpha Supply
Cheif enginneers
cabin
pip placed in box
Alpha Supply
Power supply, UPS

Alpha supply
Placed close to PCS
A3
Work station ECR
flush mounted
Alpha Supply Alpha Supply Alpha Supply Alpha Supply Alpha supply wiring diagram 2184379-1 Alpha Supply
A3
Work station ECR
Flush mounted Flush mounted

start air indicator panel power indicator panel
Alpha Supply Alpha Supply
Main Engine Local stand

Control Station
Mounted beside ODS

feedback ring
Mounted on
HPU
A3
A3
Table of Contents:
Page Titel
4 Cable List
9 Connection List
31 LPCU
48 Shaft line
50 PCU
72 Work Stations
99 Power Distribution MAN Supply
A3
Function aspects
Abbriviations
Location aspects
Cable wire identification:

For cable type 3 with twisted pairs,
the wires in one pair are identified
A+B, where wire 1A and 1B are the first pair, Cable wire colours:
and 3A+3B are the third pair etc. BK = Black
BN = Brown
For cable type 1 where twisted pairs are not necessary, RD = Red
the wires are indetified as 1,2,3... etc. OG = Orange
YE = Yellow
Some type 1 cables are described as GN = Green
twisted pairs but can freely be changed to BU = Blue If twisted pair the following
cables without twisted pair. (Only type 1) LBU= Light blue designation is used:
VT = Violet
(i.e. 2x2x0,75 can be changed to 4x0,75) GY = Grey BU/WH = White wire paired with Blue wire
WH = White
PK = Pink
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Cable List
A3
From Component Cable To Component Cable Size Cable Type Yard comments
+ER=LOP-X1 -W1LOP -ECU-A.J05 27x0.75mm² Type 1
+ER=LOP-X1 -W2LOP -ECU-B.J25 27x0.75mm² Type 1
+ER=LOP-X1 -W3LOP =ACU-1.J61 27x0.75mm² Type 1
+BRG.CE=WST-ESP -W001A +ER=ME.SS 6x0.75mm² Type 1
+ECR=WST-ESP -W007A +ER=ME.SS 6x0.75mm² Type 1
BRG.CE=WST.MHP-X1 -W011 +BRG.CE=WST-CR1 4x1.5mm² Type 1
BRG.CE=WST.PCP-X1 -W011A BRG.CE=WST.MHP-X1 4x1.5mm² Type 1
+BRG.SB=WST.PIP-IDP -W013 +BRG.CE=WST-CR1 4x1.5mm² Type 1
+BRG.PS=WST.PIP-IDP -W014 +BRG.CE=WST-CR1 4x1.5mm² Type 1
+BRG.CE=WST-PIP -W015 +BRG.CE=WST-CR1 4x1.5mm² Type 1
-PIP CHEIF -W015B +BRG.CE=WST-CR1 4x1.5mm² Type 1
+MSP=PCU-PFM -W016 +BRG.CE=PRT-24VDC 2x1.5mm² Type 1
ECR=WST.MHP-X1 -W017 +MSP=PCU-01C1M100 4x1.5mm² Type 1
ECR=WST.PCP-X1 -W017A ECR=WST.MHP-X1 4x1.5mm² Type 1
+BRG.CE=WST.PIP-IDP -W018 +BRG.CE=WST-CR1 4x1.5mm² Type 1
ECR=WST.TOP-X1 -W021 BRG.CE=WST.TOP-X1 4x1.5mm² Type 1
ECR=WST.TOP-X1 -W027 +MS=HPU.LPCU-X1 4x1.5mm² Type 1
+BRG.CE=WST-CV1 -W031 +MSP=PCU-CV1 KAT5E SFTP Type 7
+BRG.CE=WST-CV1 -W031A BRG.CE=WST.PCP-X9 KAT5E SFTP with RJ45 Type 8
BRG.CE=WST.TOP-X4 -W041 ECR=WST.PCP-X4 3x2x0.75mm² Type 3
BRG.CE=WST.TOP-X4 -W041A BRG.CE=WST.PCP-X4 3x2x0.75mm² Type 3
+MS=HPU.LPCU-CMB -W047 ECR=WST.TOP-X4 3x2x0.75mm² Type 3
ECR=WST.PCP-X4 -W047A ECR=WST.TOP-X4 3x2x0.75mm² Type 3
BRG.CE=WST.MHP-X5 -W051A BRG.CE=WST.PCP-X5 3x2x0.75mm² Type 3
ECR=WST.PCP-X5 -W057A ECR=WST.MHP-X5 3x2x0.75mm² Type 3
+BRG.SB=WST.PIP-RPM -W063 BRG.CE=WST.PCP-X6 1x2x0.5+1x0.5mm² Type 5
+BRG.PS=WST.PIP-PITCH -W064 +BRG.SB=WST.PIP-RPM 1x2x0.5+1x0.5mm² Type 5
+BRG.CE=WST-PIP -W065 BRG.CE=WST.PCP-X6 1x2x0.5+1x0.5mm² Type 5
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-PIP CHEIF -W065B +BRG.CE=WST-PIP 1x2x0.5+1x0.5mm² Type 5
+BRG.CE=WST-NFU -W071 +MS=HPU.LPCU-X2 14X1.5mm² Type 1
+BRG.CE=WST-PIP.NFU -W071A +BRG.CE=WST-NFU 4X0.75mm² Type 1
+ECR=WST-PIP -W077A +ECR=WST.EHP-X2 2x1.5mm² Type 1
+ECR=WST-PIP -W081 +BRG.CE=WST-PIP.NFU 1x2x0.5+1x0.5mm² Type 5
+MS=HPU.LPCU-CMB -W087 +ECR=WST-PIP 1x2x0.5+1x0.5 mm² Type 5
+BRG.CE-START AIR PRESSURE -W088 +MSP=PCU-01C1M101 2x1.5mm² Type 1
+ECR-START AIR PRESSURE -W091 +MSP=PCU-PFM 4x0.75mm² Type 1
+ECR-ENGINE POWER -W092 +MSP=PCU-PFM 4x0.75mm² Type 1
=Power supplyF3 -W119 +BRG.CE=WST-CR1 2x6mm² Type1
=Power supplyF4 -W129 +BRG.CE=WST-CR1 2x6mm² Type1
=Power supplyF1 -W219 +MSP=PCU-T1 2x2.5 mm² Type1
=Power supplyF2 -W229 +MSP=PCU-T1 2x2.5mm² Type1
+MS=HPU.LPCU-X1 -W317 +ER=LOP-DM1 2x2.5mm² Type 1
=Power supplyF5 -W319 +MS=HPU.LPCU-X1 2x6mm² Type1
=Power supplyF6 -W329 +MS=HPU.LPCU-X2 2x6mm² Type1
+MS=HPU.LPCU-CMB -W341 +Shaft- 2x0.75mm² Type 1
+MS=HPU.LPCU-CMA -W351 +SternT.- 2x0.75mm² Type 1
+MS=HPU.LPCU-CMA -W352 +SternT.- 2x0.75mm² Type 1
+MS=HPU.LPCU-CMA -W366 +ER=LOP-DM1 1x2x0.5+1x0.5mm² Type 5
+MS=HPU.LPCU-CMA -W367 +ER=LOP-DM1 1x2x0.5+1x0.5mm² Type 5
+MS=HPU.LPCU-CMB -W385 +MS.=Pump2-X1 2x0.75mm² Type 1
+MS=HPU.LPCU-CMA -W386 +MS.=Pump1-X1 2x0.75mm² Type 1
+MSP=PCU-01C1C001 -W387 +MS=HPU.LPCU-CMA 2x2x0.75mm² Type 3
+MS=HPU.LPCU-CMB -W388 +Tank- 2x0.75mm² Type 1
+MS=HPU.LPCU-CMB -W389 +ER=Telegraph-X1 2x0.75mm² Type 1
+MS=HPU.LPCU-CMA -W399 +OD=Box56-X56 14x0.75mm² Type 1
=Power supplyF8 -W429 +ER=ME.SS-F3 2x4mm² Type1
A3
+MSP=MSB -W430 +ER=ME.SS-F2 3x1.5mm² Type 1
BRG.CE=WST.TOP-X3 -W471 BRG=WST.VDR 2x2x0.75mm² Type 2
+MSP=PCU-01C1C001 -W477 +BRG=VDR 2x2x0.75mm² Type 2
+MSP=PCU-01C1C001 -W479 +BRG.CE=PRTD37 PLUG 3x2x0.75mm² Type 3
+MSP=PCU-01C1M102 -W486 +MSP=SAS 2x0.75mm² Type 1
+MSP=PCU-01C1C001 -W487 +MSP=SAS 4x2x0.75mm² Type 3
+MSP=PCU-01C1C000 -W488 +MSP=SAS 8x0.75mm² Type 1
+MS=HPU.LPCU-CMA -W489 +MSP=SAS 3x2x0.75mm² Type 3
+MSP=PCU-01C1C002 -W490 +BRG=GPS 2x2x0.75mm² Type 3
+MSP=PCU-01C1C002 -W491 +BRG=Master Clock 2x2x0.75mm² Type 3
+BRG.CE=ECDIS-? -W492 +MSP=PCU-01C1M101 2X1.5mm² Type 1
+ECR=WST.EHP-X2 -W565 +MS=HPU.LPCU-X1 2x1.5mm² Type 1
+MSP=PCU-01C1M101 -W609 +ER=ESS-A2010 10x0.75 Type 1
+MSP=PCU-01C1M102 -W610 +ER=ESS-A2011 16x0.75 Type 1
+ER=ST-LSL3255 -W655 +MSP=MotorstarterX2.6 2x0,75mm² Type 1
+ER=ST-LSH3255A -W656 +MSP=MotorstarterX2.8 2x0,75mm² Type 1
+ER=ST-LSH3255B -W657 +MSP=SAS 2x0,75mm² Type 1
+ER=LOP-X1 -W733 +MSP=PCU-01C1M101 26x0.75mm² Type 1
+ER=LOP-X1 -W739 +ER=ME.SS-EPS 16x0.75mm² Type 1
+MS=HPU.LPCU-CMA -W778 +ER=LOP-X1 6x0.75mm² Type 1
=Power supply-X1 -W900 +MSP=SAS 8x0.75 mm² Type1
=Power supply-X2 -W901 +MS=MSB 3x1.5mm² Type1
=Power supply-X3 -W902 +MS=MSB 3x1.5mm² Type1
-ECU-A.J34 -W2001-A +ER=ME.SS-EPS 2x0.75mm² Type 1
-ECU-B.J34 -W2001-B +ER=ME.SS-EPS 2x0.75mm² Type 1
-CCU-1.J32 -W2002-1-6 +ER=ME.SS-A? 6x(2x0.75mm²) Type 1
-ECU-A.J61 -W2005-A.B +ER=ME.SS-A2012 5x0.75mm² Type 1
+ER=EICU.A.J81 -W2020-A +ER=ME.SS-A2012 2x0.75mm² Type 1
A3
+ER=EICU.B.J81 -W2020-B +ER=ME.SS-A2012 2x0.75mm² Type 1
+ER=ME.J60 -W2021-A +ER=ME.SS-A2012 2x0.75mm² Type 1
+ER=ME.J60 -W2021-B +ER=ME.SS-A2012 2x0.75mm² Type 1
+MS=HPU.LPCU-CMA -W2103-A +ER=ECU.A-J31 5x0.75mm² Type 1
+MS=HPU.LPCU-CMB -W2103-B +ER=ECU.B-J31 5x0.75mm² Type 1
+ECR=WST.EHP-X3 -W2140-A +ER=EICU.A-J27 5x0.75mm² Type 1
+ECR=WST.EHP-X3 -W2140-B +ER=EICU.B-J27 5x0.75mm² Type 1
+MS=HPU.LPCU-CMB -W2163-A +ER=EICU.A-J20 5x0.75mm² Type 1
+BRG.CE=WST-RESTART ENGINE -W2164-A +ER=EICU.A-J21 5x0.75mm² Type 1
+BRG.CE=WST-RESTART ENGINE -W2164-B +ER=EICU.B-J21 5x0.75mm² Type 1
+ECR=WST.EHP-X1 -W2180-A -EICU-A.J53 2x0.75mm² Type 1
-EICU-A.RS422 -WRCS-A +MSP=PCU-01C1C002 4x2x0.75mm² Type 3
-EICU-B.RS422 -WRCS-B +MSP=PCU-01C1C002 4x2x0.75mm² Type 3
A3
Connection List
A3
Signal description Component Terminal Ref. Cable Wire Ref. Terminal Component Signal description
Manual slow down requst i +ER=LOP -X1:25 82/2 -W1LOP 1 82/2 .J05:A -ECU-A Power out 2A
+ER=LOP -X1:26 82/2 -W1LOP 2 82/3 .J83:B -ECU-A
Forced Command Take +ER=LOP -X1:63 82/5 -W1LOP 3 82/4 .J06:A -ECU-A Power out 2A
Take Command "A" +ER=LOP -X1:65 82/6 -W1LOP 5 82/6 .J25:C -ECU-A
+ER=LOP -X1:66 82/7 -W1LOP 6 82/6 .J25:D -ECU-A
SPEED UP "A" +ER=LOP -X1:76 83/1 -W1LOP 7 83/0 .J26:D -ECU-A
+ER=LOP -X1:75 83/1 -W1LOP 8 83/1 .J26:C -ECU-A
SPEED DOWN "A" +ER=LOP -X1:80 83/4 -W1LOP 9 83/4 .J27:D -ECU-A
Air Run "A" from LOP +ER=LOP -X1:91 84/3 -W1LOP 11 84/3 .J23:C -ECU-A
Slow Turning "A" from LOP +ER=LOP -X1:95 84/6 -W1LOP 13 84/6 .J24:C -ECU-A
Stop Order "A" +ER=LOP -X1:84 83/7 -W1LOP 15 83/7 .J22:D -ECU-A
Start Order "A" +ER=LOP -X1:88 84/1 -W1LOP 17 84/0 .J30:D -ECU-A
Increase Limitation Ind. +ER=LOP -X1:117 87/1 -W1LOP 19 87/1 .J07:A -ECU-A Power out 2A
Increase Limitation "A" +ER=LOP -X1:119 87/4 -W1LOP 21 87/4 .J21:C -ECU-A
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Take Command "B" +ER=LOP -X1:67 82/8 -W2LOP 1 82/8 .J25:C -ECU-B
+ER=LOP -X1:68 82/8 -W2LOP 2 82/8 .J25:D -ECU-B
Air Run "B" +ER=LOP -X1:93 84/4 -W2LOP 3 84/4 .J23:C -ECU-B
SPEED UP "B" +ER=LOP -X1:78 83/2 -W2LOP 5 83/2 .J26:D -ECU-B
+ER=LOP -X1:77 83/2 -W2LOP 6 83/2 .J26:C -ECU-B
SPEED DOWN "B" +ER=LOP -X1:82 83/5 -W2LOP 7 83/5 .J27:D -ECU-B
Slow Turning "B" +ER=LOP -X1:97 84/7 -W2LOP 9 84/7 .J24:C -ECU-B
Stop Order "B" +ER=LOP -X1:86 83/9 -W2LOP 11 83/8 .J22:D -ECU-B
Hydraulic pressure +ER=LOP -X1:101 84/9 -W2LOP 13 84/9 .J71:B -ECU-B
Increase Limitation "B" +ER=LOP -X1:121 87/7 -W2LOP 15 87/7 .J21:C -ECU-B
A3
Start Blocked +ER=LOP -X1:99 85/1 -W3LOP 1 85/1 .J61:A =ACU-1 Start blocked (for LOP
indication)
+ER=LOP -X1:100 85/1 -W3LOP 2 85/1 .J61:B =ACU-1
Turning gear disengaged i +ER=LOP -X1:103 85/3 -W3LOP 3 85/3 .J53:B -ACU-1
+ER=LOP -X1:104 85/3 -W3LOP 4 85/3 .J53:C -ACU-1
Start air distrib. system +ER=LOP -X1:105 85/4 -W3LOP 5 85/4 .J07:A -ACU-1 Power out 2A
+ER=LOP -X1:106 85/4 -W3LOP 6 85/5 .J84:B -ACU-1
Main starting valve in se +ER=LOP -X1:107 85/7 -W3LOP 7 85/7 .J08:A -ACU-1 Power out 2A
Engine Not ready Indicati +ER=LOP -X1:109 86/0 -W3LOP 9 86/0 .J06:A -ACU-1 Power out 2A
Aux. blowers Running +ER=LOP -X1:111 86/3 -W3LOP 11 86/3 .J52:B -ACU-1
Aux. blowers Warning +ER=LOP -X1:113 86/4 -W3LOP 13 86/4 .J51:B -ACU-1
Fuel Limitation Active +ER=LOP -X1:115 86/6 -W3LOP 15 86/6 .J49:B -ACU-1
Start Failure Indication +ER=LOP -X1:123 86/7 -W3LOP 17 86/7 .J50:B -ACU-1
Lamp test ECS +ER=LOP -X1:127 86/8 -W3LOP 19 86/8 .J26:C -ACU-1
+ER=LOP -X1:128 86/9 -W3LOP 20 86/8 .J26:D -ACU-1
LED -0V +BRG.CE=WST -ESP:X1:2 95/3 -W001A 1 95/2 :X16:6 ? +ER=ME.SS
Switch 1-1 +BRG.CE=WST -ESP:X1:3 95/3 -W001A 2 95/2 :X16:9 ? +ER=ME.SS
Switch 3-1 +BRG.CE=WST -ESP:X1:7 95/3 -W001A 5 95/2 :-A2011_X4:1 +ER=ME.SS
Switch 3-2 +BRG.CE=WST -ESP:X1:8 95/3 -W001A 6 95/2 :-A2011_X3:1 +ER=ME.SS
A3
LED -0V +ECR=WST -ESP:X1:2 76/3 -W007A 1 76/2 :X16:15 ? +ER=ME.SS
Switch 1-1 +ECR=WST -ESP:X1:3 76/3 -W007A 2 76/2 :X16:13 ? +ER=ME.SS
Switch 3-1 +ECR=WST -ESP:X1:7 76/3 -W007A 5 76/3 :-A2011_X2:8 +ER=ME.SS
Switch 3-2 +ECR=WST -ESP:X1:8 76/3 -W007A 6 76/3 :-A2011_X1:8 +ER=ME.SS
+24V BRG.CE=WST.MHP -X1:1 91/0 -W011 1 90/1 -CR1:1 +BRG.CE=WST
0V BRG.CE=WST.MHP -X1:2 91/0 -W011 2 90/1 -CR1:5 +BRG.CE=WST
+24V BRG.CE=WST.MHP -X2:1 91/1 -W011 3 90/3 -CR1:9 +BRG.CE=WST
0V BRG.CE=WST.MHP -X2:2 91/1 -W011 4 90/3 -CR1:13 +BRG.CE=WST
+24V BRG.CE=WST.PCP -X1:1 92/0 -W011A 1 91/0 -X1:1 BRG.CE=WST.MHP +24V
0V BRG.CE=WST.PCP -X1:2 92/0 -W011A 2 91/0 -X1:2 BRG.CE=WST.MHP 0V
+24V BRG.CE=WST.PCP -X2:1 92/1 -W011A 3 91/1 -X2:1 BRG.CE=WST.MHP +24V
0V BRG.CE=WST.PCP -X2:2 92/1 -W011A 4 91/1 -X2:2 BRG.CE=WST.MHP 0V
+BRG.SB=WST.PIP -IDP:2 97/1 -W013 1 90/2 -CR1:3 +BRG.CE=WST
+BRG.SB=WST.PIP -IDP:1 97/1 -W013 2 90/2 -CR1:7 +BRG.CE=WST
+BRG.PS=WST.PIP -IDP:2 98/1 -W014 1 90/2 -CR1:4 +BRG.CE=WST
+BRG.PS=WST.PIP -IDP:1 98/1 -W014 2 90/2 -CR1:8 +BRG.CE=WST
+BRG.CE=WST -PIP:4 93/1 -W015 1 90/2 -CR1:4 +BRG.CE=WST
+BRG.CE=WST -PIP:5 93/1 -W015 2 90/2 -CR1:8 +BRG.CE=WST
-PIP CHEIF:4 96/3 -W015B 1 90/4 -CR1:12 +BRG.CE=WST
-PIP CHEIF:5 96/3 -W015B 2 90/4 -CR1:16 +BRG.CE=WST
A3
+MSP=PCU -PFM:5 56/3 -W016 1 71/5 -24VDC:2/RED +BRG.CE=PRT
+MSP=PCU -PFM:2 56/3 -W016 2 71/5 -0VDC:3/BLACK +BRG.CE=PRT
+24V ECR=WST.MHP -X1:1 74/0 -W017 1 58/1 -01C1M100:X3:1 +MSP=PCU +24V
0V ECR=WST.MHP -X1:2 74/0 -W017 2 58/1 -01C1M100:X3:2 +MSP=PCU 0V
+24V ECR=WST.MHP -X2:1 74/1 -W017 3 58/1 -01C1M100:X3:3 +MSP=PCU +24V
0V ECR=WST.MHP -X2:2 74/1 -W017 4 58/1 -01C1M100:X3:4 +MSP=PCU 0V
+24V ECR=WST.PCP -X1:1 75/0 -W017A 1 74/0 -X1:1 ECR=WST.MHP +24V
0V ECR=WST.PCP -X1:2 75/0 -W017A 2 74/0 -X1:2 ECR=WST.MHP 0V
+24V ECR=WST.PCP -X2:1 75/1 -W017A 3 74/1 -X2:1 ECR=WST.MHP +24V
0V ECR=WST.PCP -X2:2 75/1 -W017A 4 74/1 -X2:2 ECR=WST.MHP 0V
+BRG.CE=WST.PIP -IDP:2 93/4 -W018 1 90/4 -CR1:11 +BRG.CE=WST
+BRG.CE=WST.PIP -IDP:1 93/4 -W018 2 90/4 -CR1:15 +BRG.CE=WST
+24V ECR=WST.TOP -X1:1 43/1 -W021 1 44/1 -X1:1 BRG.CE=WST.TOP +24V
0V ECR=WST.TOP -X1:2 43/1 -W021 2 44/1 -X1:2 BRG.CE=WST.TOP 0V
+24V ECR=WST.TOP -X2:1 43/2 -W021 3 44/2 -X2:1 BRG.CE=WST.TOP +24V
0V ECR=WST.TOP -X2:2 43/2 -W021 4 44/2 -X2:2 BRG.CE=WST.TOP 0V
+24V ECR=WST.TOP -X1:1 43/1 -W027 1 36/6 -X1:3 +MS=HPU.LPCU A Supply +24V
0V ECR=WST.TOP -X1:2 43/1 -W027 2 36/6 -X1:7 +MS=HPU.LPCU A Supply 0V
+24V ECR=WST.TOP -X2:1 43/2 -W027 3 36/7 -X2:3 +MS=HPU.LPCU B Supply +24V
0V ECR=WST.TOP -X2:2 43/2 -W027 4 36/8 -X2:7 +MS=HPU.LPCU B Supply 0V
A3
+BRG.CE=WST -CV1:4 90/8 -W031 BL 59/7 -CV1:4 +MSP=PCU
+BRG.CE=WST -CV1:5 90/8 -W031 BL/WH 59/7 -CV1:5 +MSP=PCU
+BRG.CE=WST -CV1:8 90/9 -W031 BN 59/8 -CV1:8 +MSP=PCU
+BRG.CE=WST -CV1:7 90/8 -W031 BN/WH 59/8 -CV1:7 +MSP=PCU
+BRG.CE=WST -CV1:2 90/7 -W031 GN 59/7 -CV1:2 +MSP=PCU
+BRG.CE=WST -CV1:1 90/7 -W031 GN/WH 59/6 -CV1:1 +MSP=PCU
+BRG.CE=WST -CV1:6 90/8 -W031 OG 59/8 -CV1:6 +MSP=PCU
+BRG.CE=WST -CV1:3 90/7 -W031 OG/WH 59/7 -CV1:3 +MSP=PCU
+BRG.CE=WST -CV1:RJ45 90/6 -W031A Cable 92/8 -X9:RJ45 BRG.CE=WST.PCP Data cable cat.5e SFTP
RJ45
TX/RX 1B BRG.CE=WST.TOP -X4:1 44/4 -W041 1 75/2 -X4:1 ECR=WST.PCP TX/RX 1B
TX/RX 1A BRG.CE=WST.TOP -X4:2 44/4 -W041 2 75/2 -X4:2 ECR=WST.PCP TX/RX 1A
TX/RX 1C BRG.CE=WST.TOP -X4:3 44/4 -W041 3 75/3 -X4:3 ECR=WST.PCP TX/RX 1C
TX/RX 2B BRG.CE=WST.TOP -X4:4 44/5 -W041 4 75/3 -X4:4 ECR=WST.PCP TX/RX 2B
TX/RX 2A BRG.CE=WST.TOP -X4:5 44/5 -W041 5 75/3 -X4:5 ECR=WST.PCP TX/RX 2A
TX/RX 2C BRG.CE=WST.TOP -X4:6 44/5 -W041 6 75/3 -X4:6 ECR=WST.PCP TX/RX 2C
TX/RX 1B BRG.CE=WST.TOP -X4:1 44/4 -W041A 1 92/2 -X4:1 BRG.CE=WST.PCP TX/RX 1B
TX/RX 1A BRG.CE=WST.TOP -X4:2 44/4 -W041A 2 92/2 -X4:2 BRG.CE=WST.PCP TX/RX 1A
TX/RX 2B BRG.CE=WST.TOP -X4:4 44/5 -W041A 3 92/3 -X4:4 BRG.CE=WST.PCP TX/RX 2B
TX/RX 2A BRG.CE=WST.TOP -X4:5 44/5 -W041A 4 92/3 -X4:5 BRG.CE=WST.PCP TX/RX 2A
TX/RX 1C BRG.CE=WST.TOP -X4:3 44/4 -W041A 5 92/3 -X4:3 BRG.CE=WST.PCP TX/RX 1C
TX/RX 2C BRG.CE=WST.TOP -X4:6 44/5 -W041A 6 92/3 -X4:6 BRG.CE=WST.PCP TX/RX 2C
Telegraph system +MS=HPU.LPCU -CMB:AA 45/0 -W047 1 43/5 -X4:1 ECR=WST.TOP TX/RX 1B
+MS=HPU.LPCU -CMB:AB 45/0 -W047 2 43/5 -X4:2 ECR=WST.TOP TX/RX 1A
+MS=HPU.LPCU -CMB:AL 45/1 -W047 3 43/5 -X4:3 ECR=WST.TOP TX/RX 1C
A3
TX/RX 1B ECR=WST.PCP -X4:1 75/2 -W047A 1 43/5 -X4:1 ECR=WST.TOP TX/RX 1B
TX/RX 1A ECR=WST.PCP -X4:2 75/2 -W047A 2 43/5 -X4:2 ECR=WST.TOP TX/RX 1A
TX/RX 2B ECR=WST.PCP -X4:4 75/3 -W047A 3 43/5 -X4:4 ECR=WST.TOP TX/RX 2B
TX/RX 2A ECR=WST.PCP -X4:5 75/3 -W047A 4 43/5 -X4:5 ECR=WST.TOP TX/RX 2A
TX/RX 1C ECR=WST.PCP -X4:3 75/3 -W047A 5 43/5 -X4:3 ECR=WST.TOP TX/RX 1C
TX/RX 2C ECR=WST.PCP -X4:6 75/3 -W047A 6 43/5 -X4:6 ECR=WST.TOP TX/RX 2C
TX/RX 1B BRG.CE=WST.MHP -X5:1 91/2 -W051A 1 92/5 -X5:1 BRG.CE=WST.PCP TX/RX 1B
TX/RX 1A BRG.CE=WST.MHP -X5:2 91/3 -W051A 2 92/5 -X5:2 BRG.CE=WST.PCP TX/RX 1A
TX/RX 2B BRG.CE=WST.MHP -X5:4 91/3 -W051A 3 92/5 -X5:4 BRG.CE=WST.PCP TX/RX 2B
TX/RX 2A BRG.CE=WST.MHP -X5:5 91/3 -W051A 4 92/5 -X5:5 BRG.CE=WST.PCP TX/RX 2A
TX/RX 1C BRG.CE=WST.MHP -X5:3 91/3 -W051A 5 92/5 -X5:3 BRG.CE=WST.PCP TX/RX 1C
TX/RX 2C BRG.CE=WST.MHP -X5:6 91/3 -W051A 6 92/5 -X5:6 BRG.CE=WST.PCP TX/RX 2C
TX/RX 1B ECR=WST.PCP -X5:1 75/5 -W057A 1 74/2 -X5:1 ECR=WST.MHP TX/RX 1B
TX/RX 1A ECR=WST.PCP -X5:2 75/5 -W057A 2 74/3 -X5:2 ECR=WST.MHP TX/RX 1A
TX/RX 2B ECR=WST.PCP -X5:4 75/5 -W057A 3 74/3 -X5:4 ECR=WST.MHP TX/RX 2B
TX/RX 2A ECR=WST.PCP -X5:5 75/5 -W057A 4 74/3 -X5:5 ECR=WST.MHP TX/RX 2A
TX/RX 1C ECR=WST.PCP -X5:3 75/5 -W057A 5 74/3 -X5:3 ECR=WST.MHP TX/RX 1C
TX/RX 2C ECR=WST.PCP -X5:6 75/5 -W057A 6 74/3 -X5:6 ECR=WST.MHP TX/RX 2C
CAN 1 H +BRG.SB=WST.PIP -RPM:3 97/4 -W063 1 92/7 -X6:1 BRG.CE=WST.PCP High
CAN 1 L +BRG.SB=WST.PIP -RPM:4 97/4 -W063 2 92/7 -X6:2 BRG.CE=WST.PCP Low
CAN 1 GND +BRG.SB=WST.PIP -RPM:5 97/4 -W063 3 92/7 -X6:3 BRG.CE=WST.PCP GND
CAN 1 H +BRG.PS=WST.PIP -PITCH:3 98/6 -W064 1 97/4 -RPM:3 +BRG.SB=WST.PIP CAN 1 H
CAN 1 L +BRG.PS=WST.PIP -PITCH:4 98/7 -W064 2 97/4 -RPM:4 +BRG.SB=WST.PIP CAN 1 L
CAN 1 GND +BRG.PS=WST.PIP -PITCH:5 98/7 -W064 3 97/4 -RPM:5 +BRG.SB=WST.PIP CAN 1 GND
A3
+BRG.CE=WST -PIP:1 93/1 -W065 1 92/7 -X6:3 BRG.CE=WST.PCP GND
+BRG.CE=WST -PIP:2 93/1 -W065 2 92/7 -X6:2 BRG.CE=WST.PCP Low
+BRG.CE=WST -PIP:3 93/1 -W065 3 92/7 -X6:1 BRG.CE=WST.PCP High
-PIP CHEIF:1 96/2 -W065B 1 93/1 -PIP:1 +BRG.CE=WST
+24V +BRG.CE=WST -NFU:X1:1 94/0 -W071 1 36/7 -X2:4 +MS=HPU.LPCU A Supply 0V
0V +BRG.CE=WST -NFU:X1:2 94/0 -W071 2 36/8 -X2:8 +MS=HPU.LPCU A Supply 0V
NFU Selected +BRG.CE=WST -NFU:X1:3 94/0 -W071 3 42/2 -CMB:RL +MS=HPU.LPCU Non follow up mode
selected
NFU Selected +BRG.CE=WST -NFU:X1:4 94/1 -W071 4 42/2 -CMB:RM +MS=HPU.LPCU
Toggle on/off +BRG.CE=WST -NFU:X1:5 94/1 -W071 5 42/1 -CMB:GB +MS=HPU.LPCU
Toggle on/off +BRG.CE=WST -NFU:X1:6 94/1 -W071 6 42/1 -CMB:GA +MS=HPU.LPCU Prop. Non follow up mode
Ahead +BRG.CE=WST -NFU:X1:7 94/1 -W071 7 42/3 -CMB:GD +MS=HPU.LPCU
Ahead +BRG.CE=WST -NFU:X1:8 94/1 -W071 8 42/3 -CMB:GC +MS=HPU.LPCU Prop. Non follow up ahead
Astern +BRG.CE=WST -NFU:X1:9 94/1 -W071 9 42/4 -CMB:GF +MS=HPU.LPCU
Astern +BRG.CE=WST -NFU:X1:10 94/1 -W071 10 42/4 -CMB:GE +MS=HPU.LPCU Prop. Non follow up
astern
+BRG.CE=WST -PIP.NFU:4 94/4 -W071A 1 94/2 -NFU:X2:1 +BRG.CE=WST +24V
+BRG.CE=WST -PIP.NFU:5 94/4 -W071A 2 94/2 -NFU:X2:2 +BRG.CE=WST 0V
Dimmer +BRG.CE=WST -PIP.NFU:AX1:2 94/6 -W071A 3 94/2 -NFU:X2:3 +BRG.CE=WST +24V Illum.
0V Ref. +BRG.CE=WST -PIP.NFU:AX1:1 94/6 -W071A 4 94/2 -NFU:X2:4 +BRG.CE=WST 0V Illum.
+ECR=WST -PIP:4 77/6 -W077A 1 78/0 -X2:1 +ECR=WST.EHP
+ECR=WST -PIP:5 77/6 -W077A 2
A3
+ECR=WST -PIP:1 77/6 -W081 1A 94/4 -PIP.NFU:1 +BRG.CE=WST
+ECR=WST -PIP:2 77/6 -W081 1B 94/4 -PIP.NFU:2 +BRG.CE=WST
+ECR=WST -PIP:3 77/6 -W081 2 94/4 -PIP.NFU:3 +BRG.CE=WST
+MS=HPU.LPCU -CMB:BS 37/1 -W087 1A 77/6 -PIP:1 +ECR=WST
+MS=HPU.LPCU -CMB:BT 37/1 -W087 1B 77/6 -PIP:2 +ECR=WST
+MS=HPU.LPCU -CMB:BV 37/2 -W087 2 77/6 -PIP:3 +ECR=WST
Pin 3 +BRG.CE 93/7

-START AIR PRESSURE:3 -W088 1 93/7 -01C1M101:X5:9 +MSP=PCU
Pin 4 +BRG.CE 93/7

-START AIR PRESSURE:4 -W088 2 93/7 -01C1M101:X5:8 +MSP=PCU -Start air pressure (main
bridge)
0V Pin 1 +ECR 77/1

-START AIR PRESSURE:1 -W091 1 56/3 -PFM:J2.1 +MSP=PCU
24V Pin 2 +ECR 77/1

-START AIR PRESSURE:2 -W091 2 56/3 -PFM:5 +MSP=PCU
Pin 3 +ECR 77/1

-START AIR PRESSURE:3 -W091 3 77/1 -01C1M101:X5:7 +MSP=PCU
Pin 4 +ECR 77/1

-START AIR PRESSURE:4 -W091 4 77/1 -01C1M101:X5:6 +MSP=PCU -Start air pressure (ECR)
0V Pin 1 +ECR -ENGINE POWER:1 77/3 -W092 1 56/3 -PFM:2 +MSP=PCU
24V Pin 2 +ECR -ENGINE POWER:2 77/3 -W092 2 56/3 -PFM:5 +MSP=PCU
Pin 3 +ECR -ENGINE POWER:3 77/4 -W092 3 77/4 -01C1M101:X8:2 +MSP=PCU
Pin 4 +ECR -ENGINE POWER:4 77/4 -W092 4 77/4 -01C1M101:X8:1 +MSP=PCU -Engine power(ECR)
=Power supply F3:2 102/3 -W119 1 90/0 -CR1:A+ +BRG.CE=WST
=Power supply F3:4 102/3 -W119 2 90/1 -CR1:A- +BRG.CE=WST
=Power supply F4:2 102/4 -W129 1 90/3 -CR1:B+ +BRG.CE=WST
=Power supply F4:4 102/4 -W129 2 90/3 -CR1:B- +BRG.CE=WST
A3
=Power supply F1:2 102/1 -W219 1 56/0 -T1:1 +MSP=PCU A Supply +24V
=Power supply F1:4 102/1 -W219 2 56/1 -T1:2 +MSP=PCU A Supply 0V
=Power supply F2:2 102/2 -W229 1 56/2 -T1:3 +MSP=PCU B Supply +24V
=Power supply F2:4 102/2 -W229 2 56/2 -T1:4 +MSP=PCU B Supply 0V
A Supply 0V +MS=HPU.LPCU -X1:2 36/5 -W317 1 47/0 -DM1:+ +ER=LOP Power supply
A Supply 0V +MS=HPU.LPCU -X1:6 36/6 -W317 2 47/1 -DM1:- +ER=LOP Digitral input
=Power supply F5:2 102/5 -W319 1 36/5 -X1:1 +MS=HPU.LPCU A Supply +24V
=Power supply F5:4 102/5 -W319 2 36/6 -X1:5 +MS=HPU.LPCU A Supply 0V
=Power supply F6:2 102/6 -W329 1 36/7 -X2:1 +MS=HPU.LPCU B Supply +24V
=Power supply F6:4 102/6 -W329 2 36/7 -X2:5 +MS=HPU.LPCU B Supply +24V
Prop. shaft bearing 1 tem +MS=HPU.LPCU -CMB:LE 40/0 -W341 1 40/0 -:1 +Shaft
PT1000 temperature input +MS=HPU.LPCU -CMB:LF 40/0 -W341 2 40/0 -X:2 +Shaft
Prop. stern tube bearing +MS=HPU.LPCU -CMA:LG 40/2 -W351 1 40/2 -:1 +SternT.
PT1000 temperature input +MS=HPU.LPCU -CMA:LH 40/2 -W351 2 40/2 -X:2 +SternT.
Prop. stern tube bearing +MS=HPU.LPCU -CMA:LJ 40/3 -W352 1 40/3 -:1 +SternT.
PT1000 temperature input +MS=HPU.LPCU -CMA:LK 40/3 -W352 2 40/3 -X:2 +SternT.
Dual CAN System communica +MS=HPU.LPCU -CMA:BC 36/1 -W366 1 47/2 -DM1:DC +ER=LOP
+MS=HPU.LPCU -CMA:BA 36/0 -W366 1(1) 47/1 -DM1:DA +ER=LOP Dual Can System
communications bus
+MS=HPU.LPCU -CMA:BB 36/0 -W366 2(1) 47/1 -DM1:DB +ER=LOP
A3
Dual CAN System communica +MS=HPU.LPCU -CMA:BG 36/3 -W367 1(1) 47/3 -DM1:EA +ER=LOP Dual Can System
communications bus
+MS=HPU.LPCU -CMA:BJ 36/3 -W367 2 47/3 -DM1:EC +ER=LOP
+MS=HPU.LPCU -CMA:BH 36/3 -W367 2(1) 47/3 -DM1:EB +ER=LOP
Start HPU pump #2 +MS=HPU.LPCU -CMB:PG 45/6 -W385 1 45/6 -X1:3 +MS.=Pump2
+MS=HPU.LPCU -CMB:PH 45/6 -W385 2 45/6 -X1:4 +MS.=Pump2
Start HPU pump #1 +MS=HPU.LPCU -CMA:PE 45/4 -W386 1 45/4 -X1:3 +MS.=Pump1
+MS=HPU.LPCU -CMA:PF 45/5 -W386 2 45/5 -X1:4 +MS.=Pump1
+MSP=PCU -01C1C001:X3:4 69/2 -W387 1A 69/2 -CMA:BN +MS=HPU.LPCU Propulsion Control System
(RS485)
+MSP=PCU -01C1C001:X3:5 69/2 -W387 1B 69/2 -CMA:BP +MS=HPU.LPCU
+MSP=PCU -01C1C001:X3:6 69/2 -W387 2A 69/2 -CMA:BR +MS=HPU.LPCU
+MSP=PCU -01C1C001:X3:6 69/2 -W387 2B 69/2 -CMA:BV +MS=HPU.LPCU
Prop. stern tube tank lev +MS=HPU.LPCU -CMB:DJ 40/8 -W388 1 40/8 -:1 +Tank
+MS=HPU.LPCU -CMB:DK 40/8 -W388 2 40/8 -:2 +Tank
Telegraph "audible indica +MS=HPU.LPCU -CMB:PR 45/2 -W389 1

Telegraph "audible indica +MS=HPU.LPCU -CMB:PS 45/2 -W389 2 45/2 -X1:2 +ER=Telegraph Telegraph
A3
Prop. rotational speed +MS=HPU.LPCU -CMA:CA 38/7 -W399 1 38/7 -X56:1 +OD=Box56
+MS=HPU.LPCU -CMA:CC 38/8 -W399 2 38/7 -X56:2 +OD=Box56
+MS=HPU.LPCU -CMA:CB 38/7 -W399 3 38/8 -X56:3 +OD=Box56
A Supply +24V +MS=HPU.LPCU -X1:3 36/6 -W399 4 39/1 -X56:4 +OD=Box56
A Supply 0V +MS=HPU.LPCU -X1:7 36/6 -W399 5 39/1 -X56:5 +OD=Box56
analog indgang +MS=HPU.LPCU -CMA:JL 39/1 -W399 6 39/1 -X56:6 +OD=Box56
analog indgang +MS=HPU.LPCU -CMA:JM 39/1 -W399 7 39/1 -X56:7 +OD=Box56
B Supply +24V +MS=HPU.LPCU -X2:3 36/7 -W399 8 39/2 -X56:8 +OD=Box56
B Supply 0V +MS=HPU.LPCU -X2:7 36/8 -W399 9 39/2 -X56:9 +OD=Box56
analog indgang +MS=HPU.LPCU -CMB:JL 39/3 -W399 10 39/3 -X56:10 +OD=Box56
analog indgang +MS=HPU.LPCU -CMB:JM 39/3 -W399 11 39/3 -X56:11 +OD=Box56
Prop. rotational speed +MS=HPU.LPCU -CMB:CA 39/4 -W399 12 39/4 -X56:12 +OD=Box56
+MS=HPU.LPCU -CMB:CC 39/4 -W399 13 39/4 -X56:13 +OD=Box56
+MS=HPU.LPCU -CMB:CB 39/4 -W399 14 39/4 -X56:14 +OD=Box56
=Power supply F8:2 102/8 -W429 1 67/3 -F3:1 +ER=ME.SS DC24V
=Power supply F8:4 102/8 -W429 2 67/4 -F3:3 +ER=ME.SS
+MSP=MSB 67/2 -W430 1 67/2 -F2:1 +ER=ME.SS AC230V L
+MSP=MSB 67/3 -W430 2 67/3 -F3:3 +ER=ME.SS AC230V N
BRG.CE=WST.TOP -X3:1 44/3 -W471 1 44/3 BRG=WST.VDR
+MSP=PCU -01C1C001:X5:4 71/0 -W477 1A 71/0 +BRG=VDR
+MSP=PCU -01C1C001:X5:5 71/1 -W477 1B 71/1 +BRG=VDR
+MSP=PCU -01C1C001:X5:6 71/1 -W477 2 71/1 +BRG=VDR
A3
+MSP=PCU -01C1C001:X6:2 71/3 -W479 1A 71/3 D37 PLUG:D(A) +BRG.CE=PRT
-Manouvre printer +MSP=PCU -01C1C001:X6:1 71/3 -W479 1B 71/3 D37 PLUG:D(B) +ECR=PRT
+MSP=PCU -01C1C001:X6:5 71/3 -W479 2B 71/3 -D37 PLUG:T(B) +ECR=PRT
+MSP=PCU -01C1C001:X6:3 71/3 -W479 3A 71/3 D37 PLUG:GND +ECR=PRT
+MSP=PCU -01C1C001:X6:6 71/4 -W479 3B 71/3 D37 PLUG:GND +ECR=PRT
+MSP=PCU -01C1C001:X6:4 71/3 -W479 3B 71/3 -D37 PLUG:T(A) +ECR=PRT
-Load reduction request +MSP=PCU -01C1M102:X4:5 70/2 -W486 1 70/2 +MSP=SAS
+MSP=PCU -01C1M102:X4:6 70/2 -W486 2 70/2 +MSP=SAS
Ships Alarm System +MSP=PCU -01C1C001:X4:1 70/1 -W487 1 70/1 +MSP=SAS
+MSP=PCU -01C1C001:X4:2 70/1 -W487 2 70/1 +MSP=SAS
PCS Failure +MSP=PCU -01C1C000:X6:1 70/3 -W488 1 70/3 +MSP=SAS
PCS Failure +MSP=PCU -01C1C000:X6:2 70/3 -W488 2 70/3 +MSP=SAS
ME FWE +MSP=PCU -01C1C000:X6:3 70/4 -W488 3 70/4 +MSP=SAS
Propulsion Power Failure +MSP=PCU -PFM:7 56/3 -W488 5 70/4 +MSP=SAS
Propulsion Power Failure +MSP=PCU -PFM:6 56/3 -W488 6 70/4 +MSP=SAS
GND +MSP=PCU 58/3

-MOXA SWITCH:Fault -W488 7 70/5 +MSP=SAS
GND +MSP=PCU 58/3

-MOXA SWITCH:Fault -W488 8 70/5 +MSP=SAS
A3
Ships alarmsystem +MS=HPU.LPCU -CMA:AA 40/5 -W489 1 40/5 :TX +MSP=SAS
+MS=HPU.LPCU -CMA:AB 40/6 -W489 2 40/6 :TX +MSP=SAS
+MS=HPU.LPCU -CMA:AC 40/6 -W489 3 40/6 :RX +MSP=SAS
+MS=HPU.LPCU -CMA:AD 40/6 -W489 4 40/6 :RX +MSP=SAS
+MS=HPU.LPCU -CMA:AL 40/7 -W489 5 40/6 :Gnd +MSP=SAS
+MS=HPU.LPCU -CMA:AL 40/7 -W489 6 40/6 :Gnd +MSP=SAS
+MSP=PCU -01C1C002:X5:4 70/6 -W490 1A 70/6 +BRG=GPS
+MSP=PCU -01C1C002:X5:5 70/7 -W490 1B 70/7 +BRG=GPS
+MSP=PCU -01C1C002:X5:6 70/7 -W490 2 70/7 +BRG=GPS
+MSP=PCU -01C1C002:X6:4 70/8 -W491 1A 70/8 +BRG=Master Clock
+MSP=PCU -01C1C002:X6:5 70/8 -W491 1B 70/8 +BRG=Master Clock
+MSP=PCU -01C1C002:X6:6 70/9 -W491 2 70/9 +BRG=Master Clock
4-20mA 0-100RPM +BRG.CE=ECDIS -?:? 94/8 -W492 1 94/8 -01C1M101:X7:2 +MSP=PCU
4-20mA 0-100RPM +BRG.CE=ECDIS -?:? 94/8 -W492 2 94/8 -01C1M101:X7:1 +MSP=PCU -RPM signal(ECDIS)
+ECR=WST.EHP -X2:1 78/0 -W565 1 36/6 -X1:4 +MS=HPU.LPCU A Supply 24V
+ECR=WST.EHP -X2:2 78/1 -W565 2 36/6 -X1:8 +MS=HPU.LPCU A Supply 0V
-Brg. control indication +MSP=PCU -01C1M101:X1:9 67/5 -W609 1 67/5 -A2010:-X3:11 +ER=ESS
+MSP=PCU -01C1M101:X1:10 67/6 -W609 2 67/6 -A2010:-X3:12 +ER=ESS
-local control indication +MSP=PCU -01C1M101:X1:7 67/6 -W609 3 67/6 -A2010:-X3:13 +ER=ESS
-Cancel shut down req. +MSP=PCU -01C1M101:X4:10 67/8 -W609 5 67/8 -A2012:-X4:6 +ER=ESS Cancel shut down
+MSP=PCU -01C1M101:X4:11 67/8 -W609 6 67/8 -A2012:-X3:6 +ER=ESS Cancel shut down
A3
-Shut down overspeed +MSP=PCU -01C1M102:X6:3 68/1 -W610 1 68/0 -A2011:X7:3 +ER=ESS
-Shut down pre-warning +MSP=PCU -01C1M102:X5:5 68/2 -W610 3 68/1 -A2011:-X5:7 +ER=ESS Shut down pre-warning
+MSP=PCU -01C1M102:X5:6 68/2 -W610 4 68/2 -A2011:-X6:6 +ER=ESS Shut down pre-warning
-Shut down active Active +MSP=PCU -01C1M102:X5:7 68/2 -W610 5 68/2 -A2011:-X5:6 +ER=ESS Shut down active
+MSP=PCU -01C1M102:X5:8 68/2 -W610 6 68/2 -A2011:-X6:5 +ER=ESS Shut down active
-Emergency stop active +MSP=PCU -01C1M102:X6:1 68/3 -W610 7 68/3 -A2011:-X7:1 +ER=ESS Emergency stop activated
+MSP=PCU -01C1M102:X6:2 68/4 -W610 8 68/4 -A2011:-X7:2 +ER=ESS Emergency stop activated
-ME rpm feed back 4-20mA +MSP=PCU -01C1M101:X8:3 68/4 -W610 9 68/4 -A2010:12 +ER=ESS
+MSP=PCU -01C1M101:X8:4 68/4 -W610 10 68/4 -A2010:13 +ER=ESS
-Safety override active i +MSP=PCU -01C1M102:X6:5 68/5 -W610 11 68/5 -A2010:X7:4 +ER=ESS -Cancel shutdown to
AT3000
+MSP=PCU -01C1M102:X6:6 68/5 -W610 12 68/5 -A2010:X8:4 +ER=ESS -Cancel shutdown to
AT3000
+ER=ST -LSL3255:Grey 49/6 -W655 1 49/2 X2.6 +MSP=Motorstarter
+ER=ST -LSL3255:Black 49/6 -W655 2 49/3 X2.7 +MSP=Motorstarter
+ER=ST -LSH3255A:Brown 49/5 -W656 1 49/3 X2.8 +MSP=Motorstarter motor starter
+ER=ST -LSH3255A:Black 49/4 -W656 2 49/3 X2.9 +MSP=Motorstarter
+ER=ST -LSH3255B:Brown 49/7 -W657 1 49/8 +MSP=SAS
+ER=ST -LSH3255B:Black 49/7 -W657 2 49/9 +MSP=SAS
A3
Slow Down Active indicati +ER=LOP -X1:301 80/5 -W733 1 80/5 -01C1M101:X6:9 +MSP=PCU
Cancel Slowdown Command f +ER=LOP -X1:31 80/6 -W733 2 80/6 -01C1M102:X4:8 +MSP=PCU
Cancel Slowdown Command f +ER=LOP -X1:32 80/6 -W733 3 80/6 -01C1M102:X4:7 +MSP=PCU -Cancel Slowdown Command
from LOP
Reset Slowdown Command fr +ER=LOP -X1:33 80/7 -W733 4 80/7 -01C1M102:X4:10 +MSP=PCU
Reset Slowdown Command fr +ER=LOP -X1:34 80/7 -W733 5 80/7 -01C1M102:X4:9 +MSP=PCU -Reset Slowdown Command
from LOP
Slow Down Cancel indicati +ER=LOP -X1:303 80/7 -W733 6 80/7 -01C1M101:X6:11 +MSP=PCU
Slow Down prewarning indi +ER=LOP -X1:305 80/8 -W733 7 80/8 -01C1M101:X1:2 +MSP=PCU -Slow down active
Bridge Control Indication +ER=LOP -X1:39 81/0 -W733 8 81/0 -01C1M101:X1:4 +MSP=PCU
Bridge Control Indication +ER=LOP -X1:40 81/0 -W733 9 56/3 -PFM:J2.1 +MSP=PCU
Bridge control command +ER=LOP -X1:41 81/1 -W733 10 81/1 -01C1M102:X1:6 +MSP=PCU
Bridge control command +ER=LOP -X1:42 81/1 -W733 11 81/1 -01C1M102:X1:5 +MSP=PCU -Bridge control command
ECR Control Indication +ER=LOP -X1:43 81/2 -W733 12 81/2 -01C1M101:X1:6 +MSP=PCU
ECR control command +ER=LOP -X1:45 81/3 -W733 13 81/3 -01C1M102:X1:4 +MSP=PCU
ECR control command +ER=LOP -X1:46 81/3 -W733 14 81/3 -01C1M102:X1:3 +MSP=PCU -ECR control command
Local Control Indication +ER=LOP -X1:47 81/3 -W733 15 81/3 -01C1M101:X3:7 +MSP=PCU
Local Control command +ER=LOP -X1:49 81/4 -W733 16 81/4 -01C1M102:X1:2 +MSP=PCU
Local Control command +ER=LOP -X1:50 81/4 -W733 17 81/4 -01C1M102:X1:1 +MSP=PCU Local Control command
FWE Indication +ER=LOP -X1:51 81/5 -W733 18 81/5 -01C1M101:X5:5 +MSP=PCU
STANDBY Indication +ER=LOP -X1:55 81/6 -W733 19 81/6 -01C1M101:X6:5 +MSP=PCU
AT SEA Indication +ER=LOP -X1:59 81/8 -W733 20 81/8 -01C1M101:X6:7 +MSP=PCU
A3
+24V from safety +ER=LOP -X1:201 80/0 -W739 1 80/0 -EPS:-X16:8 +ER=ME.SS +24V from safety
0V from safety +ER=LOP -X1:200 80/0 -W739 2 80/0 -EPS:-X16:6 +ER=ME.SS 0V from safety
Shut down prewarning Indi +ER=LOP -X1:3 80/1 -W739 3 80/1 -A2012:-X7:2 +ER=ME.SS Shut down prewarning
Indication
Shut down active indicati +ER=LOP -X1:7 80/1 -W739 4 80/1 -A2012:-X7:3 +ER=ME.SS Shut down active
Cancel Shut Down indicati +ER=LOP -X1:11 80/1 -W739 5 80/1 -A2012:-X7:4 +ER=ME.SS Cancel Shut Down
indication
Cancel SHD Command from L +ER=LOP -X1:13 80/2 -W739 6 80/2 -A2011:-X4:5 +ER=ME.SS Cancel Shutdown Command
from LOP
Cancel SHD Command from L +ER=LOP -X1:14 80/2 -W739 7 80/2 -A2011:-X3:5 +ER=ME.SS Cancel Shutdown Command
from LOP
Emergency stop indicatio +ER=LOP -X1:17 80/2 -W739 8 80/2 -A2012:-X7:6 +ER=ME.SS Emergency stop
indication for LOP
Emergency stop switch +ER=LOP -X1:19A 80/3 -W739 9 80/3 -EPS:-X16:13 +ER=ME.SS Emergency stop switch
from LOP
Emergency stop switch +ER=LOP -X1:20A 80/3 -W739 10 80/3 -EPS:-X16:11 +ER=ME.SS Emergency stop switch
from LOP
Emergency stop switch +ER=LOP -X1:19B 80/3 -W739 11 80/3 -A2011:-X4:4 +ER=ME.SS Emergency stop switch
from LOP
Emergency stop switch +ER=LOP -X1:20B 80/3 -W739 12 80/3 -A2011:-X3:4 +ER=ME.SS Emergency stop switch
from LOP
+MS=HPU.LPCU -CMA:RF 41/4 -W778 1 88/2 -X1:141 +ER=LOP
A Supply 0V +MS=HPU.LPCU -X1:7 36/6 -W778 2 88/2 -X1:142 +ER=LOP
Prop. rotational speed +MS=HPU.LPCU -CMA:FC 41/5 -W778 3 88/3 -X1:21 +ER=LOP + mA shaft speed
+MS=HPU.LPCU -CMA:FD 41/5 -W778 4 88/3 -X1:22 +ER=LOP - mA shaft speed
A Supply +24V +MS=HPU.LPCU -X1:3 36/6 -W778 5 88/3 -X1:205 +ER=LOP 24V for Lamp test
A supply failure =Power supply -X1:1 100/0 -W900 1 100/0 +MSP=SAS
=Power supply -X1:2 100/1 -W900 2 100/1 +MSP=SAS
B supply failure =Power supply -X1:3 100/1 -W900 3 100/1 +MSP=SAS
UPS failure =Power supply -X1:5 100/1 -W900 5 100/1 +MSP=SAS
Isolation failure =Power supply -X1:7 100/1 -W900 7 100/1 +MSP=SAS
A3
=Power supply -X2:L 101/0 -W901 BN 101/0 +MS=MSB
=Power supply -X2:N 101/0 -W901 BU 101/0 +MS=MSB
=Power supply -X2:PE 101/0 -W901 YE/GN 101/0 +MS=MSB
=Power supply -X3:L 101/1 -W902 BN 101/1 +MS=MSB
=Power supply -X3:N 101/1 -W902 BU 101/1 +MS=MSB
=Power supply -X3:PE 101/1 -W902 YE/GN 101/1 +MS=MSB
Shut Down from Safety sys -ECU-A .J34:C 65/4 -W2001-A 1 65/4 -EPS:-X17:1 +ER=ME.SS Shut Down from Safety
system
-ECU-A .J34:D 65/4 -W2001-A 2 65/5 -EPS:-X17:2 +ER=ME.SS
Shut Down from Safety sys -ECU-B .J34:C 65/6 -W2001-B 1 65/6 -EPS:-X17:3 +ER=ME.SS Shut Down from Safety
system
-ECU-B .J34:D 65/6 -W2001-B 2 65/6 -EPS:-X17:4 +ER=ME.SS Shut Down from Safety
system
Shut Down from Safety sys -CCU-1 .J32:C 65/1 -W2002-1-6 1 65/1 -A?:? +ER=ME.SS
-CCU-1 .J32:D 65/1 -W2002-1-6 2 65/1 -A1011:? +ER=ME.SS
Reset shut down - from EC -ECU-A .J61:B 66/1 -W2005-A.B 1 66/1 -A2012:-X4:3 +ER=ME.SS Reset shut down - from
ECS
-ECU-A .J61:C 66/1 -W2005-A.B 2 66/1 -A2012:-X3:3 +ER=ME.SS Reset shut down - from
ECS
-ECU-B .J61:B 66/3 -W2005-A.B 3 66/3 -A2012:-X4:4 +ER=ME.SS Reset shut down - from
ECS
-ECU-B .J61:C 66/4 -W2005-A.B 4 66/4 -A2012:-X3:4 +ER=ME.SS Reset shut down - from
ECS
Non-cancelable shut Down +ER=EICU.A .J81:A 64/1 -W2020-A 1 64/1 -A2012:-X2:8 +ER=ME.SS Non-cancelable shut Down
+ER=EICU.A .J81:B 64/1 -W2020-A 2 64/1 -A2012:-X1:8 +ER=ME.SS Non-cancelable shut Down
Non-cancelable shut Down +ER=EICU.B .J81:A 64/2 -W2020-B 1 64/2 -A2012:-X4:2 +ER=ME.SS Non-cancelable shut Down
+ER=EICU.B .J81:B 64/2 -W2020-B 2 64/2 -A2012:-X3:2 +ER=ME.SS Non-cancelable shut Down
A3
Cancellable Shut Down +ER=ME .J60:B 64/4 -W2021-A 1 64/4 -A2012:-X2:7 +ER=ME.SS Cancellable Shut Down
+ER=ME .J60:C 64/4 -W2021-A 2 64/4 -A2012:-X1:7 +ER=ME.SS Cancellable Shut Down
Cancellable Shut Down +ER=ME .J60:B 64/6 -W2021-B 1 64/6 -A2012:-X4:1 +ER=ME.SS Cancellable Shut Down
+ER=ME .J60:C 64/6 -W2021-B 2 64/6 -A2012:-X3:1 +ER=ME.SS Cancellable Shut Down
Prop. Pitch +MS=HPU.LPCU -CMA:FA 41/1 -W2103-A 1 63/0 -J31:C +ER=ECU.A
Prop. Pitch +MS=HPU.LPCU -CMA:FB 41/2 -W2103-A 2 63/0 -J31:B +ER=ECU.A
Prop. Pitch +MS=HPU.LPCU -CMB:FA 41/2 -W2103-B 1 63/2 -J31:C +ER=ECU.B
Prop. Pitch +MS=HPU.LPCU -CMB:FB 41/3 -W2103-B 2 63/2 -J31:B +ER=ECU.B
2140-A speed set from Man +ECR=WST.EHP -X3:33 79/1 -W2140-A 1 61/0 -J27:D +ER=EICU.A
+ECR=WST.EHP -X3:34 79/2 -W2140-A 2 61/1 -J27:A +ER=EICU.A
+ECR=WST.EHP -X3:35 79/2 -W2140-A 3 61/0 -J27:C +ER=EICU.A
+ECR=WST.EHP -X3:36 79/2 -W2140-A 4 61/0 -J27:B +ER=EICU.A
2140-B speed set from Man +ECR=WST.EHP -X3:37 79/4 -W2140-B 1 61/4 -J27:D +ER=EICU.B
+ECR=WST.EHP -X3:38 79/5 -W2140-B 2 61/4 -J27:A +ER=EICU.B
+ECR=WST.EHP -X3:39 79/5 -W2140-B 3 61/4 -J27:C +ER=EICU.B
+ECR=WST.EHP -X3:40 79/5 -W2140-B 4 61/4 -J27:B +ER=EICU.B
2141-A Stop from Manual E +ECR=WST.EHP -X3:105 79/3 -W2141-A 1 61/2 -J32:C +ER=EICU.A
-W2141-A 2 61/2 -J32:D +ER=EICU.A
2141-B Stop from Manual E +ECR=WST.EHP -X3:108 79/6 -W2141-B 1 61/5 -J32:C +ER=EICU.B
+ECR=WST.EHP -X3:109 79/6 -W2141-B 2 61/5 -J32:D +ER=EICU.B
A3
2142-A Increase Limitatio +ECR=WST.EHP -X1:5 78/5 -W2142-A 1 60/3 -J23:D +ER=EICU.A
2142-B Increase Limitatio +ECR=WST.EHP -X1:7 78/6 -W2142-B 1 60/5 -J23:D +ER=EICU.B
2143-A Take Command Maual +ECR=WST.EHP -X1:1 78/3 -W2143-A 1 60/0 -J34:D +ER=EICU.A
2143-B Take Command Maual +ECR=WST.EHP -X1:3 78/4 -W2143-B 1 60/1 -J34:D +ER=EICU.B
Engine constant speed req +MS=HPU.LPCU -CMB:RG 41/0 -W2163-A 1 62/0 -J20:D +ER=EICU.A
+MS=HPU.LPCU -CMB:RH 41/0 -W2163-A 2 62/0 -J20:C +ER=EICU.A
+BRG.CE=WST 95/7
-RESTART ENGINE:1 -W2164-A 1 62/1 -J21:D +ER=EICU.A
+BRG.CE=WST 95/7
-RESTART ENGINE:2 -W2164-A 2 62/1 -J21:C +ER=EICU.A
+BRG.CE=WST 95/7
-RESTART ENGINE:4 -W2164-B 1 62/3 -J21:D +ER=EICU.B
+BRG.CE=WST 95/7
-RESTART ENGINE:3 -W2164-B 2 62/3 -J21:C +ER=EICU.B
2180-A Load limitation in +ECR=WST.EHP -X1:9 78/8 -W2180-A 1 60/7 .J53:B -EICU-A
+ECR=WST.EHP -X1:10 78/8 -W2180-A 2 60/7 .J53:C -EICU-A
A3
Serial Communication Sign -EICU-A .RS422:A 62/5 -WRCS-A 1 62/6 -01C1C002:X3:3 +MSP=PCU
-EICU-A .RS422:C 62/6 -WRCS-A 2 62/6 -01C1C002:X3:2 +MSP=PCU
-EICU-A .RS422:D 62/6 -WRCS-A 3 62/6 -01C1C002:X3:1 +MSP=PCU -EICU A RS422
-EICU-A .RS422:E 62/6 -WRCS-A 4 62/5 -01C1C002:X3:5 +MSP=PCU
-EICU-A .RS422:F 62/6 -WRCS-A 5 62/6 -01C1C002:X3:4 +MSP=PCU
-EICU-A .RS422:H 62/6 -WRCS-A 6 62/5 -01C1C002:X3:6 +MSP=PCU
Serial Communication Sign -EICU-B .RS422:A 62/7 -WRCS-B 1 62/8 -01C1C002:X4:3 +MSP=PCU
-EICU-B .RS422:C 62/8 -WRCS-B 2 62/8 -01C1C002:X4:2 +MSP=PCU
-EICU-B .RS422:D 62/8 -WRCS-B 3 62/8 -01C1C002:X4:1 +MSP=PCU -EICU B RS422
-EICU-B .RS422:E 62/8 -WRCS-B 4 62/8 -01C1C002:X4:5 +MSP=PCU
-EICU-B .RS422:F 62/8 -WRCS-B 5 62/8 -01C1C002:X4:4 +MSP=PCU
-EICU-B .RS422:H 62/8 -WRCS-B 6 62/7 -01C1C002:X4:6 +MSP=PCU
A3
LPCU
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
Shaft line
A3
A3
PCU
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
Work Stations
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
Power Distribution MAN Supply
A3
A3
A3
A3
A3
MAN Diesel & Turbo
7B3081 Interface 2171083-3


A4 AT3000 VDR interface from PCS 1 (5)
20130321 SNB ROA 00
20131213 SNB ROA X3 Added safety parameters in sentences XDR16 & 17 01
02
03
Purpose
The purpose of this document is to describe the VDR interface provided by the remote
control system type Alphatronic 3000 when operating in normal control level.
References
The interface is made according to the standards IEC/EN 61996 and IEC/EN 61162-1.
Only necessary interpretations (MAN Diesels & Turbo use of the sentences contents)
will be described in this document. For all other definitions, please refer to the
mentioned standards.
Communication setup
The standard IEC/EN defines the standard communication line settings as follows:
baud rate: 4800

data bits: 8
parity: none
stop bits: 1
Sentence Specification
The following sentences are being used:
$xxRPM,a,x,x.x,x.x,A*hh<CR><LF>
$xxXDR,a,x.x,a,c--c,.......,a,x.x,a,c--c*hh<CR><LF>
The sentences will be transmitted when the contained parameter(s) changes. If no

changes occur, each sentence will be transmitted with a time interval of 10 minutes.
Limitations
According to [IEC 61996] Annex B, only a limited number of parameters are mandatory
for the VDR. The VDR is not intended as an event logger for each and every alarm or
value available in the system.
This interface is limited to thrust command and feedback values and events related to
remote propulsion control in normal control level. Additional values and events related
to telegraph orders and command values related to local control level are not
incorporated in this interface.
MAN Diesel & Turbo
7B3081 Interface 2171083-3

RPM
This sentence is used for transfer of the actual propeller rpm and pitch.
Example: $RCRPM,S,000,+00212,+00041,A*54<CR><LF>
(Propeller rpm = 212, pitch =41% ahead, signals valid)
XDR This sentence is used for transfer of:

Control level selection
Control location responsible for propulsion control
Selected bridge control station
Control handle/telegraph positions
Engine rpm and propeller pitch orders
Propulsion control system failures
Safety system commands
XDR01: Engine rpm order:

This value is transmitted in a separate sentence, identified by using Transducer no. as

ID = 006. The value transmitted is between 0 and 1000. No digits after the decimal
point will be transmitted.
Example: $RCXDR,T,+00458,R,006*7D <CR><LF> (Engine rpm order = 458)
XDR02: Propeller pitch order:

ID = 005. The value is transmitted in percent between 120 through -120 %. No digits
after the decimal point are transmitted.
Example: $RCXDR,G,+00083,,005*3D<CR><LF> (Pitch order 83 % ahead)

$RCXDR,G,-00052,,005*37<CR><LF> (Pitch order 52 % astern)
XDR03: Control location:

The value of the parameters in this sentence can only be 1 (one) or 0 (zero). If the
parameter is not available, null will be transmitted.
ID = 001 means Bridge control

ID = 002 means ECR control
ID = 003 means Local Control on Engine
ID = 004 means Local Control on Propeller
Example: $RCXDR,S,1,,001,S,0,,002,S,0,,003,S,0,,004*5A<CR><LF>
The example tells that the value of the parameter “Bridge Control” is 1
the 3 others are zero.
MAN Diesel & Turbo
7B3081 Interface 2171083-3

XDR04: Bridge Control Station:

ID = 010 means Bridge Centre handle is selected

ID = 011 means Bridge Port Wing handle is select (if incorporated)
ID = 012 means Bridge Starboard Wing handle is select (if incorporated)
ID = 013 means Bridge Aft handle is select (if incorporated)
The example tells that the value of the parameter “Bridge Centre” is 1 the 3 others are
zero.
XDR05: Bridge Centre handle position:

Example: $RCXDR,G,+00083,,110*3D<CR><LF> (Handle order 83 % ahead)

$RCXDR,G,-00052,,110*37<CR><LF> (Handle order 52 % astern)
XDR06: Bridge Port Wing handle position:

XDR07: Bridge Starboard Wing handle position:

XDR08: Bridge Aft handle position:

XDR09: ECR handle position:


MAN Diesel & Turbo
7B3081 Interface 2171083-3

XDR10: Backup Control level:

Note: Backup control level information is only available if the Normal propulsion control
system is available. For further information of backup is referred to the VDR interface
from the telegraph system.
ID = 009 means Backup control level is selected
Example: $RCXDR,S,1,,009*5A<CR><LF>
The example tells that the value of the parameter is 1 and thereby Backup control is
selected.
XDR11: System failures:

ID = 014 means Failure in control location selection

ID = 015 means Failure in bridge handle selection (electric shaft system)
ID = 016 means Failure in propeller pitch control system
Example: $RCXDR,S,0,,017,S,0,,018,S,0,,019*5A<CR><LF>
The example tells that the value of all parameters is 0 as information of no failure in the
system.
Additional parameters only available for plants where one or more of the
specified systems are incorporated
XDR12: External Control Systems:

parameter is not available, null will be transmitted. The parameters are only available if
one or more of the related control systems is installed.
ID = 017 means joystick control is selected (if incorporated)

ID = 018 means dynamic position control is selected (if incorporated)
ID = 019 means automatic speed pilot is selected (if incorporated)
Example: $RCXDR,S,1,,014,S,0,,015,S,0,,016*5A<CR><LF>
The example tells that the value of the parameter “Joystick control” is 1
the others are zero.
MAN Diesel & Turbo
7B3081 Interface 2171083-3

XDR13: Thrust command from the joystick system:

XDR14: Thrust command from the dynamic position system:

XDR15: Thrust command from the speed pilot:

Safety system parameters are only incorporated if necessary interfaces are

available from the engine safety system
XDR16: Engine safety shut down: The value of the parameters in this sentence can
only be 1 (one) or 0 (zero). If the parameter is not available, null will be transmitted.
ID=031 means Engine shut down pre-warning active

ID=032 means Engine shut down active
ID=033 means Engine shutdown override selected
ID=034 means Engine emergency stop activated
The example tells that the value of the parameters “Engine shut down pre-warning
active” and “Engine shut down active” are 1 the others are zero.
XDR17: Engine automatic load reduction: The value of the parameters in this
sentence can only be 1 (one) or 0 (zero). If the parameter is not available, null will be
transmitted.
ID=035 means Engine load reduction pre-warning active

ID=036 means Engine load reduction active
ID=037 means Engine load reduction override selected
Example: $RCXDR,S,0 ,,035,S,1,,036,S,0,,037*5A<CR><LF>
The example tells that the value of the parameter “Engine load reduction active” is 1 the
others are zero.
MAN Diesel & Turbo
7B3081 Interface 2171084-5


A4 AT3000 VDR interface from telegraph 1 (4)
20130322 SNB ROA 00
20131212 SNB ROA X3 Sentences modified according to panel software 01
02
03
Purpose
The purpose of this document is to describe the VDR interface provided by the
Alphatronic 3000 order telegraph system used for communication of thrust orders when
the propulsion system is controlled form the machinery space.
References
The interface is made according to the standards IEC/EN 61996 and IEC/EN 61162-1.
VDR Communication setup

Supported Electric standard: EIA RS-485 communication with settings as follows:

baud rate: 4800
data bits: 8
parity: none
stop bits: 1
The following sentences are being used:
$RCRPM,a,x,x.x,x.x,A*hh<CR><LF>
$RCXDR,a,x.x,a,c--c,.......,a,x.x,a,c--c*hh<CR><LF>
The sentences will be transmitted when the contained parameter(s) changes. If no

changes occur, each sentence will be transmitted with a time interval of 10 minutes.
Limitations
This interface is limited to telegraph order requests and accepts. Further are
incorporated thrust commands and feedbacks related to propulsion control in the local
control level. Values and events related to propulsion commands and feedbacks when
operating in normal remote control level are not incorporated in this interface.
MAN Diesel & Turbo
7B3081 Interface 2171084-5

VDR sentences available from the telegraph system
Backup control related sentences
Backup/Local Control State

$RCXDR,S,1,,SACOSONE LOCAL CONTROL,A*hh<CR><LF>
$RCXDR,S,1,,REMOTE BACKUP CONTROL: LOCATION BRIDGE,A* hh<CR><LF>
$RCXDR,S,1,,REMOTE BACKUP CONTROL: LOCATION ECR,A* hh<CR><LF>
$RCXDR,S,1,,REMOTE NORMAL CONTROL,A* hh<CR><LF>
$RCXDR,S,1,,SACOSONE LOCAL CONTROL RELEASED,A* hh<CR><LF>
Backup Setpoint
$RCXDR,G,-320.0,,CPP PITCH BACKUP SETPOINT,A*hh<CR><LF>
The sentence is transmitted when backup is selected.

CPP backup pitch set point (here -320.0) from the Display Panel in backup control is
used.
Common Sentences
$RCXDR,S,X,,SASCOSONE OVERLOAD INDICATION,A*hh<CR><LF>
$RCXDR,S,X,,SASCOSONE WRONG WAY,A*hh<CR><LF>
The X represents the state.1 means ON and 0 means OFF.
Thrust order and feedback sentences
CPP Related Sentences (only relevant for applications with CPP)

$RCRPM,S,0,320.0,3200.0,A*hh<CR><LF>
The sentence contains the CPP Pitch Feedback (here 320.0) and the Propeller Shaft
Speed RPM Feedback (here 3200.0). The S indicates that this is shaft and the following
0 means center.
$RCXDR,G,-320.0,,CPP ACTUAL PITCH COMMAND,A*hh<CR><LF>
$RCXDR,S,X,,SACOSONE CLUTCH ENGAGED,,A*hh<CR><LF>

$RCXDR,S,X,,SACOSONE CLUTCH DISENGAGED,,A*hh<CR><LF>
FPP Related Sentences (only relevant for applications with FPP)

MAN Diesel & Turbo
7B3081 Interface 2171084-5

$RCRPM,S,0,,-3200.0,A*hh<CR><LF>
The sentence contains the Propeller Shaft Speed RPM Feedback (here -3200.0). The S
indicates that this is shaft and the following 0 means center.
$RCXDR,G,12.34,,ME STARTING AIR PRESSURE,A*hh<CR><LF>
$RCXDR,S,X,,SACOSONE FPP CLUTCH AHEAD ENGAGED,,A*hh<CR><LF>
$RCXDR,S,X,,SACOSONE FPP CLUTCHES

DISENGAGED/NEUTRAL,,A*hh<CR><LF>
$RCXDR,S,X,,SACOSONE FPP CLUTCH ASTERN ENGAGED,,A*hh<CR><LF>
Telegraph Related Sentences
In Service Related Sentences

$RCXDR,S,1,,TELEGRAPH IN SERVICE REQUESTED,A*hh<CR><LF>
$RCXDR,S,1,,ECR TELEGRAPH IN SERVICE CONFIRMED,A*hh<CR><LF>
$RCXDR,S,1,,LOCAL TELEGRAPH IN SERVICE CONFIRMED,A*hh<CR><LF>
$RCXDR,S,1,,SACOSONE TELEGRAPH IN SERVICE CONFIRMED,A*hh<CR><LF>
$RCXDR,S,1,,TELEGRAPH IN SERVICE CANCELLED,A*hh<CR><LF>
$RCXDR,S,1,,TELEGRAPH IN SERVICE CHANGE OVER,A*hh<CR><LF>
$RCXDR,S,1,,ECR TELEGRAPH IN SERVICE CHANGE OVER,A*hh<CR><LF>
$RCXDR,S,1,,LOCAL TELEGRAPH IN SERVICE CHANGE OVER,A*hh<CR><LF>
$RCXDR,S,1,,SACOSONE TELEGRAPH IN SERVICE CHANGE

OVER,A*hh<CR><LF>
Telegraph Order Related Sentences

$RCXDR,S,1,TELEGRAPH ORDER XXX REQUESTED,A*<CR><LF>
$RCXDR,S,1,TELEGRAPH ORDER XXX CANCELLED,A*<CR><LF>
$RCXDR,S,1,TELEGRAPH ORDER XXX ACCEPTED BY MACHINERY

SPACE,A*<CR><LF>
The XXX represents the actual order. The list of orders are shown below:
MAN Diesel & Turbo
7B3081 Interface 2171084-5

XXX = FULL AHEAD
XXX = FULL ASTERN
XXX = HALF AHEAD
XXX = HALF ASTERN
XXX = SLOW AHEAD
XXX = SLOW ASTERN
XXX = DEAD SLOW AHEAD
XXX = DEAD SLOW ASTERN
XXX = STOP
Subtelegraph Order Related Sentences

$RCXDR,S,1,SUBTELEGRAPH ORDER XXX REQUESTED,A*hh<CR><LF>
$RCXDR,S,1,SUBTELEGRAPH ORDER XXX CANCELLED,A*hh<CR><LF>
$RCXDR,S,1,SUBTELEGRAPH ORDER XXX ACCEPTED BY MACHINERY

SPACE,A*hh<CR><LF>
The XXX represents the actual order. The list of orders are shown below:
XXX = AT SEA
XXX = STANDBY
XXX = FWE
MAN Diesel & Turbo
7B3081 Interface 2172660-2


A4 AT3000 interface from GPS 1 (1)
20131212 SNB ROA 00
01
02
03
Purpose
The purpose of this document is to describe the interface between the GPS and the
speed pilot in the Alphatronic 3000 used for automatic control of the speed over ground
(SOG).
References
The interface is made according to the NMEA 0183 standard for interfacing marine
electric devices, version 2.2 January 1. 1997.
Communication setup
baud rate: 4800
data bits: 8
parity: none
stop bits: 1
A GPRMC sentence comprising Speed over ground information is expected to be
received from the GPS:
$GPRMC,xxxxxx,A,xxxxx.xx,N,xxxxx.xx,W,xxx.x,xxx.x,ddmmyy,xxx.x,E*hh
xxxxxx Time of fix hh:mm:ss UTC

A Navigation receiver warning A = OK, V = warning
xxxxx.xx,N Latitude, xxx degree xx.xx min North
xxxxx.xx,W Longitude, xxx degree xx.xx min West
xxx.x Speed over ground, Knots
xxx.x Course Made Good, True
ddmmyy Date of fix
xxx.x,E Magnetic variation degree, East
*hh Checksum
MAN Diesel & Turbo
7B3081 Interface 2188788-6

Copyright  2016 MAN Diesel & Turbo, branch of MAN Diesel & Turbo SE,

A4 AT3000 interface from Master clock 1 (1)
20160118 SNB ROA 00
01
02
03
Purpose
The purpose of this document is to describe the interface between the ships master
clock and the time setting in the Alphatronic 3000.
References
The interface is made according to the NMEA 0183 standard for interfacing marine
electric devices, version 2.2 January 1. 1997. Only necessary interpretations (MAN
Diesels & Turbo use of the sentences contents) will be described in this document. For
all other definitions, please refer to the mentioned standards.
Communication setup
 baud rate: 4800
 data bits: 8
 parity: none
 stop bits: 1
ZDA - Time and date Sentence Specification

The ZDA sentence comprise UTC, day, month, year and local time zone.
$--ZDA,hhmmss,ss,xx,xx,xxxx,xx,xx*hh<CR><LF>
| | | | | |
| | | | | Local zone minutes *1, 00 to +59
| | | | Local zone hours *1, 00 to +/-13 hrs
| | | Year (UTC)
| | Month, 01 to 12 (UTC)
| Day, 01 to 31(UTC)
UTC
NOTE 1: Local time zone is the magnitude of hours plus the magnitude of minutes
added, with the sign of local zone hours, to local time to obtain UTC. Local zone is
generally negative for East longitudes with local exceptions near the International Date
Line.
Separation of UTC and LT

As standard the ZDA sentence is expected directly from the GPS or from the ships
master clock. If requested UTC and local time can be separated in two where the UTC
comes directly from the GPS and the local time comes from the ships master clock.
With connection of master clock to the GPS the same cable can receive the sentence
ZDA for master clock time and date and sentence RMC for speed over ground.
MAN Diesel & Turbo
7B3082 Installations Guidance 2171052-2


20130322 SNB ROA 00
20141117 ROA SNB X3 Type 9 optical fibre cable added 02
2016.10.17 HHJ ROA X2 Labels added 03
2018.07.20 HHJ ROA X4 Text modified page 3 04
Purpose
The purpose of this document is to describe the general requirements for installation of
an Alphatronic 3000 Propulsion Control System onboard a ship.
Installation documentation
For mechanical installation of delivered equipment please refer to the dimension
drawings of the individual units to be installed. For each workstation our recommended
layout for the workstation is forwarded.
The types of cables specified in this document are referring to the plant specific cable
installation documents forwarded to the yard.
For interfaces to external systems descriptions of expected signals exchanged with the
external system are forwarded.
Mechanical installation
The delivered control cabinet is intended for mounting on the bulkhead, allowing 30 to
100 centimetres of free space between the bottom of the cabinet and the deck. This
provides space for cables coming in through the cable flanges in the bottom of the
cabinet. The cable flanges may be removed for drilling of holes for cable glands suitable
for the cables delivered by the installation yard.
Components delivered in terminal boxes or cabinets must not be removed from their
casing. For electrical noise protection, an electric ground connection must be made
from the cabinet to the ship’s hull.
The cabinets must be installed on a place suitable for service inspection. Do not install
the cabinets close to devices generating heat. The enclosure protection of cabinets
intended for indoor installation on bridge or in machinery space is IP54. The enclosure
protection of units intended for open deck or bridge wings is IP56.
The delivered control panels are fixed in the consoles by 4 M6 nuts from the rear after
insertion of the panel from the front. For arrangement of propulsion control stations,
please refer to the lay out drawings delivered for the vessel in question.
Note: As standard the control panels are delivered for indoor installation. Panels
intended for open deck or open bridge wings will be delivered with special gaskets for
enclosure protection IP56 according to required protection for equipment on ships deck.
MAN Diesel & Turbo

Power Supply
As an essential consumer the power to the propulsion control system must be divided in
two different distribution systems. The main supply for the two power supplies must be
from independent sections of the main power system onboard the vessel. In the
installation documentation the two supplies are described as Power A and Power B.
Power A must be supplied by an AC/DC converter to ensure galvanic isolation, and

Power B must be a 24 V DC no break power supply with at least 30 minutes battery
back-up.
Voltage: 24 V DC +30% -25% incl. voltage ripple
Voltage ripple: 10% AC rms over steady DC voltage
The power from the two power supplies are distributed in three groups each.
Propulsion control system: nominal load 80W, peak load 150W

Bridge propulsion control panels: nominal load 100W, peak load 200W
Local propulsion control system nominal load 150W, peak load 200W
Max current each: 10 Amp fused
Warning: The 24 V DC supplies must not be connected before our service engineer
has checked and approved the installation.
Type of cables used for the Alphatronic 3000 system
Type 1: Cables used for power supplies and hardwired input/output:

Shielded cables with stranded wires must be used. The size of the power supply cables
is specified in the cable plan, but must always have sufficient capacity to ensure that
the voltage drop does not exceed 1 volt form power supply to last consumer in the
system.
Type 2: Communication cable for serial input/outputs:

Shielded cables with stranded wires twisted in pairs must be used.
Type 3: Network communication cables:

The network cables between the propulsion control unit and the control panels
Wires: four twisted pairs, stranded wires (4x2x0.5 or 4x2x0.75)
Impedance: app. 100 ohm
Shielding: copper braid shield with drain wire on the cable
Examples of cables: BELDEN AWG 24, type No. 8102

LOCAP, type AWG 20, Digital No. 17-0130-01
NK Cables, type LJST-HF 2x2x0.5
FMGCG 2x2x0.75
MAN Diesel & Turbo

Type 4: Industrial Ethernet Cat 5e ES cable: Tcp/Ip communication
Electrical data at 20°C
Loop resistance < 120 Ohm/km
Signal run time < 5.3 ns/m
Insulation resistance < 500 MOhm*km
Characteristic impedance 1 – 100 MHz (100 ±15) Ohm
Surface transfer impedance of screen 10 MHz < 10 mOhm/m
Test voltage (wire/wire/screen rms 50Hz 1min) = 700 V
Examples of cables:
Supplier: LEONI Special Cables GmbH
Type: L-9YH(ST)CH 2X2X0.34/1.5-100 GN VZ
Supplier part number: 202280 L45467-J16-B26
Type 5: CAN bus communication cables:

SaCoSone can bus communication and propeller indication panels.
Type: Databus 120 ohm, 2X0,5+0,5
Impedance: 120 ohm
Examples of cables:
Supplier: HUBER + SUHNER
Type 6: Not used
Type 7: Data cable 4x2x0.5 Cat 5e SFTP marine approved cable
Type 8: Data cable 4x2x0.5 Cat 5e SFTP marine approved cable with RJ45 connectors
From the C-Rail with Ethernet terminals on bridge and in ECR to the display
panels the yard must deliver patch cables type Cat 5e SFTP with RJ45 male
connectors.
Type 9: LEONI Fiber Breakout Cable AT-V(ZN)H(ZN)H4 fiber type G 62,5 126 OM1
STB900 H with cable color (1-red, 2-green, 3-blue, 4-yellow) DNV-GL approved or
similar.
NB: Fiber cable to be connected with SC connector type on all 4 fibers in both ends.
SC connector type Huber & Suhner SC Plug G50-125;G62,5/125 or similar.
Note: Only stranded Cu wires are accepted for installations on ships.

MAN Diesel & Turbo

Cable installation:
For lay out of cables and specific terminal connections, please refer to the cable plan
and connection lists delivered for the vessel in question.
Note: The individual cables shown on the cable plan must not be put together as one.
Laying up of cables
When placing the cables in the vessel, the following must be taken into consideration:
1. Paralleling with mains voltage or radio cables (both radio supply and antenna) for
more than 5 m, must be at a minimum distance of 500 mm. Crossing of mains
voltage or radio cables in right angles must be at a minimum distance of 200 mm.
2. All screens must be connected to the cabinets and made as short and broad as
possible.
Cable specification
Example: W051A 4x2x0.75 (3)

W Reference for a cable to be delivered by the yard

051A Identification number for a specific cable, where the extension A indicates that
the cable is a connection between units located on a common control station
4x2 Number of wires in the cable (here 8 wires arranges in 4 set of twisted pars)
x0.75 Wire Size (Cross-sectional area in mm2)
(3) Cable type according to cable specifications in this document
Marking of cables and wires

All cables must be marked so they are easily recognizable, according to the MAN
Diesel & Turbo forwarded cable plan. All wires must be marked with the marking of the
plug and terminal they are inserted in.
Cable screens
Only shielded cables must be used for the Alphatronic 3000 system.
The cable screen must be connected in both ends of the cable. Three types of screen
connections are used in the Alphatronic 3000 system.
Terminal boxes in engine room

Cables connected to units located in the engine room will enter the terminal box
through a special EMC cable gland designed for connection of the cable screen inside
the cable gland. To fulfil the requirements of the enclosure protection IP54 all not used
cable glands must be sealed before the ship is put into service.
Control cabinet intended for location in ECR

Cables connected to control cabinets located in the engine control room or on the
bridge has a ground (GND) rail for connection of the cable screens inside the cabinet
close to the entrance of the cable.
MAN Diesel & Turbo

Consoles mounted control panels
Cables connected to control panels in engine control room and on the bridge consoles
must be fitted to the panel protection cover with the cable screen connected to the
cover close to the terminal plugs.
Checking wires
We recommend portable digital multimeter for measuring ohm values, when checking
the installation by the "ringing through" method.
Warning: The wires must not be tested for short circuits by high voltage equipment i.e.
meggers.
Label inside Propulsion Control cabinet.

Valid for complete installation.
MAN Diesel & Turbo
7B0035 Summary 2199426-6


A4 AT3000 summary of alarms 1 (6)
20180109 NSK AGB 00
01
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03
Purpose
The purpose of this document is to describe the alarm and monitoring parameters provided by
the Alphatronic 3000 Propulsion Control System for monitoring and announcement in the
ships alarm system. The document makes an introduction to requirement for presentation of
the parameters in general and describes the available parameters in details.
Reading Instruction
This is a customised data list comprising the plant specific alarm parameters for a specific
application. The list comprises both individual hardwired alarm parameters and parameters
included in the modbus connection between the propulsion control system and the ships
alarm system.
A description of the physical interface and the Modbus functions used to make the data
acquisition from the Alphatronic 3000 Propulsion Control System is covered by the document:
2171096-5 Programming instruction AT3000 Modbus RTU.
This list contains propulsion control data for one propeller line. For twin propeller plants, the
alarm system must collect the data from port and starboard propeller lines, using two
independent serial channels.
Optional and required alarms

The data transmitted on the modbus to the ships alarms system comprises a combination of
alarms and monitoring parameters. Optional propulsion monitoring parameters are collected in
the alarm group 93. Monitoring parameters in group 93 might be ignored or implemented in
setup mimics in the ships alarms system. All other alarm parameters are required to be
implemented for call on attention from an engineer responsible for the propulsion machinery.
Limits and delays

Alarm limits and delays are handled in the propulsion control system and shall only be
incorporated in the alarm system if stated separately. The alarm system is the master and
must initiate a line failure alarm in case of communication failure on the line.
Document Maintenance
The MAN Alpha order design department maintains the document.
A plant specific list is made for each ship or for a series of identical ships.
MAN Diesel & Turbo
7B0035 Summary 2199426-6

20180109 NSK AGB 00
Coulombs in the table with modbus parameters:

Tag name Is the identifications code specified in the propulsion control system and
used in the alarm and monitoring lists in the display menus. Propulsion
parameters without a related alarm channel are named MB + Modbus
address.
Function Is a group information indicating relationships for the transmitted data. It

is recommended that all parameters in a function group are displayed in a
common setup mimics in the ships alarms system.
Signal Description Is a text used to describe the alarm or monitoring parameter covered by
the tag name.
Range Indicates an appropriate range for displaying of the measured analog

parameter. Engineering units and number of digits after decimal point will
be indicated in the display range. Display range is only described for
analog parameters. If no range is specified the channel is binary
Modbus address The address on the modbus comprising the parameter

Alarm Group Indicates the alarm group in which the alarm is classified. Further details
of the reason for the alarm will be available in the alarm menu at the
propulsion control panel. The following groups are used in the propulsion
control system:
(91) PCS shut down. Warnings related to safety shut down of the power on
the propulsion line. To avoid two alarms on one parameter, safety alarms
activated directly from the engine safety system can be ignored from the
PCS system
(92) PCS load reduction. Warnings related to automatic load reduction of the
power on the propulsion line. To avoid two alarms on one parameter,
Load reduction alarms activated directly from the engine safety system
can be ignored form the PCS system
(93) PCS Indication. Propulsion parameters available for optional

presentation in the ships alarm and control system.
No call for attention is required for these parameters!
(94) PCS user initiated commands. Critical propulsion control orders which
requires higher level of attention from the engineer responsible for the
machinery
(98) PCS interface failure is a warning of PCS interfaces failures to the

propulsion plant or external systems which might cause loss of
manoeuvrability.
(99) PCS system failure is a warning of failures in the propulsion control

system which might cause loss of manoeuvrability.
MAN Diesel & Turbo
7B0035 Summary 2199426-6

20180109 NSK AGB 00
Note: In addition to the modbus interface some hardwired binary alarms are available
in the system.
EAX4941 Propulsion control system warning

Alarm switch (open at alarm) is available as general propulsion control system
alarm. This signal will be re-trigged whenever a failure is detected in the
Alphatronic 3000 system. For alarm systems with low level of failure information
this signal might be used as an alternative to the modbus. To avoid two alarms
on one parameter, this alarm can be ignored in alarm systems using the
modbus parameters.
EAX4942 Propulsion control system power failure

Alarm switch (open at alarm) is available as common power failure alarm. The
switch is open if one of the two power supplies to the Propulsion Control Unit is
missing.
EAX4943 Failure in Ether Net switch in PCU

Alarm switch (open at alarm) is available as Ether Net switch failure alarm.
The output is open if a failure is detected in the switch. This hardwired alarm is
intended as option information for service identification of system failure.
In general an Ethernet communication failure is announced in all the Propulsion
control Panels as well.
EAX4944 Failure in Ether Net switch on bridge (if installed)

Alarm switch (open at alarm) is available as Ether Net switch failure alarm.
The output is open if a failure is detected in the switch. This hardwired alarm is
intended as option information for service identification of system failure.
In general an Ethernet communication failure is announced in all the Propulsion
control Panels as well.
EAX4945 Power supply failure (available if power supply is part of AT3000 supply)
Common alarm from the power supply comprising earth failure and self-
monitoring of the power supply status. Detailed information of failure reason
can be observed on the power supply itself.
EAX4956 Propulsion Telegraph Light Colum

Alarm switch (open at alarm) from the telegraph system is available for
telegraph alarm in the ships alarm system and the ship signal light column
according to the rules of SOLAS and IMO 867.
This alarm will be active whenever a telegraph order is initiated on the bridge.
(The signal is only available if the telegraph function is included in the
Alphatronic 3000 system).
MAN Diesel & Turbo
7B0035 Summary 2199426-6

20180109 NSK AGB 00
Modbus Alarm
Tag name Function Signal Description Range
address Group
10001-10025
PCS control setup
MB10001 Thrust mode Combinator control mode 10001 93
MB10002 Thrust mode Constant speed control mode 10002 93
MB10003 Thrust mode Separate control mode 10003 93
Spare 10004
MB10005 Control level Normal control 10005 93
ZSI3723 Control level Backup control 10006 94
MB10007 Control level Local control 10007 93
MB10008 Control level ECR Manual engine control 10008 93
(EHP for two stroke engine)
ZS4706 Location Bridge Control 10009 93
(Normal control level)
ZS4705 Location ECR Control 10010 93
(Normal control level)
ZS4701 Location Local Control on engine 10011 93
ZS4703 Location Local Control on propeller 10012 93
ME1CT04 Ctrl. position Bridge centre in command 10013 93

ME1CT08 Ctrl. position ECR in command 10017 93
ME1_POS Ctrl. position Control position failure 10021 94
Spare 10024
ME1_LLC Thrust control Load Limit Increased 10025 93
10026-10035
Group alarms
Spare 10026
Spare 10027
Spare 10028
Spare 10029
GRP_94 Thrust control PCS User initiated command 10030 94
Spare 10031
Spare 10032
Spare 10033
GRP_98 Sensor failure PCS interface failure 10034 98
GRP_99 System failure PCS system failure 10035 99
10036-10040
CPP control
CPP control Spare 10036
CPP control Spare 10037
ME1_PAL CPP control CPP pitch misaligned 10038 93
ME1_SHRI CPP control CPP Shaft tacho error 10039 93
EAX4953 CPP control CPP servo failure 10040 93
10041-10060
Engine 1 safety and control
ME1_SHES Engine shut ME 1 Emergency stop 10041 91
down
ME1_SHDP Engine shut ME 1 Shut down pre-warning 10042 91
down
MAN Diesel & Turbo
7B0035 Summary 2199426-6

20180109 NSK AGB 00
Modbus Alarm
Tag name Function Signal Description Range
address Group
ME1_SHDA Engine shut ME 1 Shut down active 10043 91
down
ME1_SHDO Engine shut ME 1 Safety override active 10044 91
down
ME1_SLDP Auto Load ME 1 Load reduction pre- 10045 92
reduction warning
ME1_SLDA Auto Load ME 1 Load reduction active 10046 92
reduction
ME1_SLDC Auto Load ME 1 Load reduction 10047 92
reduction cancelled
ME 1 Spare 10048
ME 1 Spare 10049
ME1_BLA Engine control ME 1 Start blocked 10050 93
Engine control Spare 10051
ME1_RUN Engine control ME 1 Running 10052 93
ME1_STOP Engine control ME 1 Stopped 10053 93
ME1_RPM1 Engine control ME 1 Tacho 1 Error 10054 93
Engine control Spare 10056 93

ME 1 Spare 10059
ME 1 Spare 10060
30001-30013
Propulsion Control
ME1_BDPA Thrust control Bridge handle command +/-100 % 30001 93
ME1_ETPA Thrust control ECR handle command +/-100 % 30002 93
MB30006 Thrust control Pitch order from handle in +/- 30006 93

command 100.0 %
MB30007 Thrust control Pitch command to CPP +/- 30007 93
100.0 %
ME1_PFB Thrust control Propeller pitch feedback +/- 30008 93
100 %
GPS SPEED Thrust control GPS speed over ground +/-25.0 30009 93
feedback Knots
ME1_SHRA Thrust control Propeller shaft speed 0-300.0 30011 93
feedback rpm
Spare 30012
Spare 30013
30014-30020
Engine 1 control
MB30014 Engine control Engine speed command to 0-1000 30014 93
governor rpm
ME1_RPMA Engine control Engine speed feedback 0-300.0 30015 93
rpm
ME1_PAC Engine control Actual engine power 0-120 % 30016 93
ZT1401 Engine control Engine fuel index 0-120.0 30017 93

6 (6)
Rev.
00
Group
2199426-6
Alarm
93
Chg. Not.
Projection: Page No.:
address
Modbus
30019
Item Id.:
0-1000
Range
Kg/h
%
Revision Change
AT3000 summary of alarms
Signal Description
Fuel oil consumption,

Summary
calculated
A.C.
Engine control
Function
Size: Product Type:
AGB
Chk.
Item Name:
MAN Diesel & Turbo
NSK
Des.
A4
7B0035
Tag name
ME1_FOC
20180109
Date
Info. No.:
Scale:
Copyright  2018 MAN Diesel & Turbo, branch of MAN Diesel & Turbo SE, This drawing is the property of MAN Diesel & Turbo and is to be treated as confidential by the party to
Germany registered with the Danish Commerce and Companies Agency under whom it has been submitted by MAN Diesel & Turbo, and may not be disclosed to any third party without
CVR-no. 31611792 (referred to as “MAN Diesel & Turbo”). the specific prior written permission of MAN Diesel & Turbo.

P-21345 At3000

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MAN Energy Solutions D400A1-01-AT3000

How do I order spare parts?

1. Name of vessel (ex. M/S Star)

3. Spare part plate no (incl. edition no – ex. P41011-01)

4. Item no (ex. 13)

5. Description of part and quantity required (ex. 4 bulbs)

How to return spare parts?

Description Operation instruction manual ................................. D405A1-01-AT3000

Operating instruction manual

Operating instruction manual

2. Hardware overview page 05-8

3. Description of main functions page 05-21

PTI control page 05-44

Speed pilot page 05-48

Alarm announcement and indication page 05-48

4. Operation page 05-51

Operating levels page 05-51

Manoeuvring Handle Panel page 05-88

Engine Handle Panel page 05-91

Telegraph Order Panel page 05-92

Operating instruction manual

Operating instruction manual

The Alphatronic 3000 can be extended with the following options:

Operating instruction manual

Figure 3: Typical system configuration

Operating instruction manual

Figure 4: PCU with control modules

Control stations for remote control

Figure 5: Control station, typical for centre bridge and ECR

Operating instruction manual

Figure 6: Control station, typical for a bridge wing

Manoeuvring handle panel

Figure 7: Manoeuvring handle panel, single propeller

Operating instruction manual

Figure 8: Manoeuvring handle panel for twin propeller plants

Propulsion control panel

Figure 9: Propulsion control panel

practised at regular intervals in order to be familiar with the reaction of

the system. A suggestion could be to change to BACKUP, make a

port. The same could be exercised upon arrival to a port before

Operating instruction manual

Figure 10: Telegraph order panel

Emergency stop panel

Figure 11: Emergency stop panel

Propeller indication panel

Figure 12: Propeller indication panel

Operating instruction manual

Engine Handle Panel

Figure 13: Engine Handle Panel

Interface to engine safety system

Interface to Local Propulsion Control System

Operating instruction manual

Figure 14: Local Operator Panel for engine type ME-B

Figure 15: Local Operator Panel for engine type ME-G

Operating instruction manual

Start/stop of main engine

Gear and clutch control

Please refer to the gearbox instruction manual for information of gear

Figure 16: Gear and clutch arrangement, example

Operating instruction manual

Operating instruction manual

Figure 17: Main engine thrust clutch engage diagram

Operating instruction manual