MAN Diesel & Turbo

PMI Auto-tuning
Commissioning
User’s Reference Guide

This guide is part of a series of information guides which explains how to use the PMI Auto-tuning system and
software program:

Summary of Menus & Wizards

Operation
System Components Overview
Commissioning
28-03-2017

NOTICE

This edition of the manual applies to PMI 1703. Some screen shots are taken from earlier PMI versions.
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1 Contents
1 Contents .................................................................................................................................... 2

2 Commissioning of PMI Auto-tuning ........................................................................................ 4

2.1 Calibrate the Pressure Sensors ....................................................................................... 6

2.1.1 Calibrate the Reference Sensor ....................................................................................................... 6

2.1.2 Calibrate the Online Sensors ............................................................................................................ 6

2.2 Perform TDC Calibration .................................................................................................. 9

2.2.1 Select TDC Calibration Method ........................................................................................................ 9

2.2.2 Automatic TDC Calibration Selected .............................................................................................. 10

2.2.3 Manual TDC Calibration Selected .................................................................................................. 12

2.2.4 Update the ECS with Calibration Information ................................................................................. 16

3 Check Configuration and Online Values ............................................................................... 18

3.1 View Online Values ......................................................................................................... 18

3.2 View the Calculated TDC Angles and Offset Angle ...................................................... 19

4 Auto-tuning ............................................................................................................................. 20

4.1 Adjust Cylinder Balance ................................................................................................. 21

4.2 Adjust Mean Deviation.................................................................................................... 22

4.3 Enable Continuous Automatic Tuning .......................................................................... 23

4.3.1 Enable Continuous Automatic Pmax Tuning .................................................................................... 23

4.3.2 Enable Continuous Automatic Pcomp Tuning ................................................................................... 24

5 EDS Interface .......................................................................................................................... 25

5.1 Check that PMI values are transferred to EDS. ............................................................. 25

5.2 Check that ECS values are transferred to EDS ............................................................. 25

6 Appendix ................................................................................................................................. 26

6.1 How is a Shaft Power Estimation Map Generated? ...................................................... 26

6.2 How is a Power Map Stored in PMI Auto-tuning? ......................................................... 27

6.3 Checking Which Method is used for Estimating Shaft Power ..................................... 27

6.4 Power Map FAQ .............................................................................................................. 29

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6.5 Network Configuration ................................................................................................... 30

6.6 Auto TDC Calibration Failure Due to Early Injection .................................................... 33

6.7 Precautions and Handling of PMI Sensors ................................................................... 36

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2 Commissioning of PMI Auto-tuning

This reference guide assumes that all PMI Auto-tuning hardware has been installed, all cables and cable
connections have been installed and checked, and the PMI Auto-tuning software is installed on the EMS MOP.

When the PMI Auto-tuning program is started while the system is being prepared for commissioning, it will
display the Tools submenu of the Maintenance menu. This menu will contain red icons with a message
prompting the user on what tasks must be performed, see Figure 1.

Figure 1: The PMI Auto-tuning Tools sub-menu used for commissioning the system

The Tools menu contains the following two Set-Up wizards:

 Calibrate the Online Sensors

 Perform TDC Calibration

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Both of these Set-Up wizards must be completed to make the PMI Auto-tuning system fully operational and
may be run in any order. The current status of each set-up wizard is indicated by an icon and a message or
instruction for the user.

The Set-Up wizards are to be performed at steady load between 50 to 75%. Calibration of the Online sensors
can initially be performed at low load, and later repeated at service load.

Once the set-up wizards have been run, the system is ready to make pressure measurements and display
online values. You do not need to run these wizards again unless the following conditions arise:

 An Online sensor has been replaced.

The “Calibrate the Online Sensors” wizard must be run again.

 The Tacho system has been replaced or moved.

The “Perform TDC Calibration” wizard must be run again.

When first-time commissioning an engine, the service technician may consider it useful to make a preliminary
check of the combustion pressures before commencing TDC and sensor calibration. This check can be made
using the “Monitor Uncalibrated Pressure Measurements” tool provided in the Maintenance menu, see
Figure 2.

Click

Figure 2: Make a preliminary check of the cylinder pressures measured by the uncalibrated sensor. These measurements are not
accurate and are intended only for guidance.

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The pressure curves presented by this tool are measured by uncalibrated sensors. Please be informed that the
curves displayed here are intended for guidance only and do not reflect an accurate measurement of the
cylinder pressures. The curves may only be used to gain a relative impression of the combustion conditions in
the engine. Once the sensor and TDC angles have been calibrated, this tool will not be available to the user.

2.1 Calibrate the Pressure Sensors

The Online sensors must be calibrated according to requirements stated in the IMO – NOx Technical Code and
according to the manufacturer’s recommendation. Calibration is made using a dedicated, certified Reference
sensor, thus making it traceable to standards recognized by the Class. The Reference sensor is a hand-held
sensor attached to the PMI Calibration Box. The calibration history of the Online sensors is stored in PMI
Auto-tuning and can be viewed in the Configuration menu (see PMI Auto-tuning Operation User’s Reference
Guide). The last calibration date of the Reference sensor can also be viewed in the Configuration menu.

2.1.1 Calibrate the Reference Sensor

The Reference sensor is supplied pre calibrated from the manufacturer with a calibration certificate that has a
validity of 5 years from the issue date. Once the certificate has expired, the sensor must be recalibrated. The
Reference sensor must be calibrated at an approved and accredited institute. Calibration must be performed
according to specifications given by the manufacturer.

Note: The Reference sensor is dedicated for calibrating the Online sensors only. Using the sensor for any
other purpose, such as performing a “manual” engine performance measurement, will cause the calibration
certificate to expire after 3 months in testbed runs or 12 months in service.

2.1.2 Calibrate the Online Sensors

The Online sensors are to be calibrated under the following conditions:

 During first time commissioning of PMI Auto-tuning

 When an Online sensor is replaced
 In testbed runs, calibrate every 3 months (IMO regulations)
 During service, calibrate every 6 months (manufacturer recommendation)

Calibration factors for the Online sensors are calculated by comparing two simultaneous measurements, one
from the Online sensor and the other from the Reference sensor. When stepping through the wizard, you will
be asked to inspect the pressure measurements just taken with the Online and Reference sensors and decide
to accept or reject them.

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a. Activate the Wizard

Activate the wizard by clicking the button shown below.

Select 1

Figure 3: Click button to activate wizard

b. Let system check if calibration is possible

Once the wizard starts, it will check if measurements can be made and display the message, “Initialising…” in
the next window. If measurements can be made, the message “Calibration possible” will be displayed.
Continue to the next step by clicking “Next”.

c. Perform measurements with PMI Calibration Box

Using the Reference sensor and PMI Calibration Box, make a pressure measurement on each cylinder of the
engine. At the PC, check the measurement event log. Once all cylinders have been completed, click “Next” to
proceed to the Validation window.

Note: The system records pressure measurements from the Online sensors simultaneously with
measurements from the Reference sensor.

d. Validate measurements
In this window (Figure 4), all measurements must be validated:

 Make a visual inspection of the pressure curves received from each cylinder. Check that the
pressure curve from the Online sensor approximately follows and has the same form as the
pressure curve from the Reference sensor.
 Check the Gain Factors table. Compare the gain factors calculated for each cylinder. The values
should approximately be the same. If a gain factor deviates significantly from the other cylinders,
the measurement should be rejected.

Note: An indicator valve that has not been fully opened or is blocked by deposits will cause a
large deviation between the Online sensor and Reference sensor. In this case, reject the
measurement, correct the problem, and re-measure the cylinder pressure.

Caution: The Online sensor housing temperature increases dramatically if the indicator valve is
opened to blow through with combustion gases while the engine is running. This will cause the
sensor signal to drift and may damage the sensor. In general, the indicator valve should only be
blown through while the engine is turned by air before start. Please refer to Appendix 6.7,
“Precautions and Handling of PMI Sensors”.

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‘Accept’ or ‘Reject’ a measurement. If a measurement is rejected, click the ‘Previous’ button and repeat the
measurement of the cylinder in question. Click ‘Next’ when all measurements have been validated.

Figure 4: Inspection of cylinder 1 pressure curves from both the Online and
Reference sensors. Inspect and validate the pressure curves from all cylinders.

e. Save measurements
Click “Finish” to store the values in the database. You have now completed the Online Sensor Calibration
wizard. The status icon in the Tools menu will change from red to blue, and a date will be added indicating
when the wizard was completed, Figure 5

Figure 5: Status change after completing Online sensor calibration

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2.2 Perform TDC Calibration

On every new PMI Auto-tuning installation or when the trigger system has been replaced or moved, the
system must be commissioned using the TDC Calibration wizard. The wizard is used to find the exact TDC
angles of the crankshaft at any given load.

There are two methods available for calibrating the TDC angles:

1. Automatic TDC calibration

2. Manual TDC calibration

Automatic TDC calibration is the default and recommended method for calibrating the TDC angles. It is more
accurate, takes less time, and does not require manual intervention by the user. Manual TDC calibration is
only used when specific engine operating conditions do not allow for automatic TDC calibration.

When TDC calibration is finished, the operator must update the ECS by entering the newly found trigger offset
angle in the ECS MOP, see section 2.2.4.

2.2.1 Select TDC Calibration Method

a. Activate the wizard

Click the “Run Wizard” button shown in Figure 6.

Select 1

Figure 6: Click button to activate wizard

b. Let system check if calibration is possible

Once the wizard starts, it will check if measurements can be made and display the message, “Initialising…” in
the next window. If measurements can be made, the message “Calibration possible” will be displayed.

c. Select method
Choose which method you wish to use (Figure 7) and click “Next >”.

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Figure 7: Select calibration method

2.2.2 Automatic TDC Calibration Selected

Follow the steps below only if you have selected “Automatic” in Figure 7 to calibrate the TDC angles.

a. Check operating conditions and start automatic calibration

Click “Next>” to see a list of requirements. The wizard should be performed at steady load and approximately
50% engine load. It is important that the list of requirements are met for automatic TDC calibration to be
successful. To launch automatic TDC calibration, click the "Next >" button.

b. Wait for calibration to complete

The system will collect pressure measurements over 100 revolutions to create a dynamic model of the
crankshaft. During the measurement period, sanity checks will be performed on the data. Each item being
checked can be viewed by clicking the “Show details >>” button, see Figure 8.

1 Press

Figure 8: Press button to display calibration check items

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Figure 9: Automatic TDC calibration completed successfully

If any of these checks fail, automatic TDC calibration will be interrupted and a "Failure" text will be displayed
in the Status column (Figure 10). Double click the "Failure" text and a message will be displayed stating the
reason for failure. In this case, you cannot continue but must exit the wizard. Diagnose the system, correct the
problem, and run the wizard again. If the wizard is still unable to automatically calibrate the TDC angles, then
you should use manual TDC calibration instead.

Click for details 1

Figure 10: Automatic TDC calibration terminated before completion due to early fuel injection.

When TDC calibration has completed successfully, click “Next >” to validate the results.

c. Validate calibration results

In this window, Figure 11, the pressure curve from each cylinder is plotted relative to its calculated TDC angle.
Verify that the calculated TDC angle corresponds to the TDC position of each pressure curve.

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Calculated TDC

Figure 11: Verify that the calculated TDC angle corresponds to the TDC position of each curve

d. Save measurements
Click “Finish” to use these values and store them in the database. You have now completed the TDC
calibration wizard. The status icon in the Tools menu will change from red to blue, and a date will be added
indicating when the wizard was run, Figure 12.

Figure 12: Status change after completing TDC calibration

2.2.3 Manual TDC Calibration Selected

Follow the steps below only if you have selected “Manual” in Figure 7 to calibrate the TDC angles.

The wizard should be performed at a steady load between 50 to 75%. When stepping through the wizard, you
will first perform a set of 0-Diagram measurements and then a set of E-Load measurements. After each set is
completed, you will be asked to inspect and evaluate the pressure measurements and then decide to accept
or reject them.

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Definition:

 A 0-Diagram is a pressure measurement made on a cylinder without fuel injection. The measurement
is used for calculating the actual TDC of each cylinder at the current engine load.
 An E-Load measurement is a pressure measurement made on a cylinder with fuel injection. The
measurement is used for estimating the twist on the crankshaft and the resulting contribution to the
TDC angle. These measurements are to be made at the same load as the 0-Diagram measurements.

a. Verify if fuel cut-out is allowed

Fuel cut-out on individual cylinders is only allowed at a certain load range to prevent damage to the engine.
Therefore, you must confirm that fuel cut-out is permitted at the current engine load. Select the check box to
acknowledge (Figure 13) and click "Next".

Figure 13: User must acknowledge that he has confirmed that cut-out of fuel to a cylinder is allowed
at the current engine load

b. Set index to zero and measure cylinder pressure

Note: During 0-Diagram measurements, make sure that slowdown for exhaust gas deviation is
disabled.

0-Diagram measurements can now be performed. For each cylinder:

1. Set the fuel index to zero. Wait at least 30 seconds to ensure that any remaining fuel has been burned
and the temperature has stabilized.
2. Make a pressure measurement using the PMI Calibration Box and Reference sensor.
3. Restore the fuel index on the cylinder.

Proceed to the next cylinder. Repeat the above steps until all cylinders have been measured. At the PC, check
the measurement event log. Once all cylinders have been completed, proceed to the “Validation” window by
clicking the "Next" button.

c. Validate measurements
In this window (Figure 14), all measurements must be validated. ‘Accept’ or ‘Reject’ a measurement. If a
measurement is rejected, click the ‘Previous’ button and repeat the measurement of the cylinder in question.
Click ‘Next’ once all measurements have been validated.

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Figure 14: Inspection of 0-Diagram pressure curve from cylinder 1

d. Make E-Load pressure measurements

E-Load measurements can now be performed. Verify that the engine load has not changed and fuel injection
is enabled on all cylinders. Make a pressure measurement on each cylinder using the PMI Calibration Box and
Reference sensor. At the PC, check the measurement event log. Proceed to the “Validation” window by
clicking “Next”.

e. Validate measurements
In this window (Figure 15), all measurements must be validated. ‘Accept’ or ‘Reject’ a measurement. If a
measurement is rejected, click the ‘Previous’ button and repeat the measurement of the cylinder in question.
Click ‘Next’ once all measurements have been validated.

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Figure 15: Inspection of E-Load pressure curve from cylinder 1

f. Save measurements
Click “Finish” to use these values and store them in the database. You have now completed the TDC
calibration wizard. The status icon in the Tools menu will change from red to blue, and a date will be added
indicating when the wizard was run, Figure 16.

Figure 16: Status change after completing TDC calibration

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2.2.4 Update the ECS with Calibration Information

When the TDC angles have been calibrated, the system makes an accurate calculation of the trigger offset
angle that matches your specific engine. This information must be updated in the engine control system via
the ECS MOP. The steps below illustrate where to read and enter the new trigger offset angle.

a. Read the trigger offset angle from PMI

In the Tools menu, click the button to view the configuration parameters for ECS, see Figure 20. Read the
trigger offset angle that was calculated by the TDC calibration wizard, see Figure 17:

Figure 17: Read trigger angle that was calculated by the TDC Calibration wizard.

b. Enter the trigger offset angle in the ECS MOP

While the engine is running, enter the value read in step 1 in the appropriate field of the Function Test menu
in the ECS MOP, see Figure 18. Then click the <Enter> button to update the value in the engine control
system.

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Enter

Figure 18: Enter the newly found trigger offset angle in the field shown by the arrow.

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3 Check Configuration and Online Values

The system is fully operational after calibration has been completed. You can view online data, inspect the
TDC angles, and view the Configuration History.

3.1 View Online Values

Follow the steps below in Figure 19 to view and verify the online values.

2 Select

1 Select

Figure 19: Key performance values table

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3.2 View the Calculated TDC Angles and Offset Angle

After calibrating the system, it will be possible to view and print out the calculated TDC angles and the offset
angle. The offset angle is the offset between the TDC pulse of the trigger system and geometric TDC of
cylinder 1. These values are used to set up the trigger system in the ME Engine Control System (ECS).

To inspect the calculated TDC, follow the steps in Figure 20. The TDC values can be printed, saved to a file, or
copied to the clipboard.

2 Click

1 Select

Figure 20: Calculated TDC and offset angles

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4 Auto-tuning

After the PMI Auto-tuning System has been commissioned, key performance values are transferred to the
engine control system (ECS) and displayed in the Auto-tuning window of the Main Operating Panel (ECS MOP),
see Figure 21. To view the Auto-tuning window, select "Engine" followed by "Process Adjustment", and then
choose the Auto-tuning tab. The Auto-tuning window displays mean pressure values and deviations between
cylinders. If any deviation exceeds acceptable limits it will be highlighted by an arrow and color change. To
adjust these values, the ECS MOP must be in ‘Chief’ access level and the ‘Status’ indication (lower panel) must
be ‘Tuning allowed’.

3 Select

1 Select

150
145 0.0 1.0 0.5 -2.1 -4.0
0 0.0 -0.5 0
8.0 -0.5 0
2.5 0.9 -5.8
-1.0
5
2 2.0 2.0 -2.0 0.5 0.0 4.0 1.0 1.0 0.4 3.0 0.0 0.0

125
2 Select
123 0.2 0.1 0.9 -0.5 -1.1
0 -0.5 0.4 0.2 0
1.3 -0.2 -0.9 0.1
2.0
1 1.0 2.0 -2.1 0.5 0.0 2.0 -1.0 3.0 1.2 -1.2 1.3 -3.2

-0.2 0.1 0.1 -0.1 -0.1 0.0 0.1 -0.1 0.0 0

0.4 -0.1 -0.1

2.0 2.0 -2.0 0.5 0.0 4.0 1.0 0.4 3.0 0.0 0.0 1.0

Pmax All

Figure 21: Auto-tuning window of the Main Operating Panel (ECS MOP)

Several adjustment options are available depending on the particular engine type. The following description
will apply for the ME engine series.

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4.1 Adjust Cylinder Balance

To adjust the cylinder balance, follow the steps below:

1. Select either the Pi, Pcomp, or Pmax deviation panel, depending on which combustion parameter you
want to balance.
2. Start automatic tuning by clicking the command button in the lower status bar (2a, Figure 22) or click
the "All" button (2b) to simultaneously tune all three combustion parameters (no matter which panel
is selected in step 1).

150
147 0.0 -2.1
1.0 0.5 -5.2
-2.1 0.0 0.0 -0.5
8.0 0.0 -0.5 0
2.6 -2.3
0.9 -1.0
3
4 1.0 0.0 -1.3 3.0 0.5 3.0 1.0 2.4 0.5 2.6 1.1 3.2

125
122 -2.1
0.2 -0.8 0.0 -0.5 -2.8
0 -0.5
4.0 0.4 0.6 0
2.5
1.3 -0.9 -0.5 0.1
3 1 Select either
5 3.0 -2.2 -2.1 0.6 -1.2 2.3 -0.9 2.9 1.1 4.1 1.1 -3.5

0.2 0.1 -0.5

0.1 -0.1 -0.1 0.0 0.1 -0.1
0.3 0.0 0.0 -0.1 0.1

0.6 2.2 -1.8 0.6 0.9 3.0 0.0 0.8 -3.0 0.5 -1.0 2.8

Pmax All

Click 2a 2b

Figure 22: Command buttons for automatic tuning of cylinder balance

 Wait for the system to update the screen with the new pressure values.
 Repeat the above steps if the pressure deviation between cylinders need further adjustment.

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4.2 Adjust Mean Deviation

To reduce the deviation between the current and ordered Pcomp or Pmax mean deviations, follow the steps
below:

1. Select either the Pcomp or Pmax Mean panel, depending on which mean deviation needs adjusting.
2. Start automatic tuning by clicking the command button in the lower status bar (2a, Figure 23) or click
the "All" button (2b) to simultaneously tune both mean deviations (no matter which panel is selected
in step 1).

150
146 0.6 1.0 0.3 -2.1 0.1 0.0 -0.5 0
2.9 -0.8 0.2 -0.8 -0.9
4
2 0.9 1.0 -2.0 2.5 0.7 2.0 1.1 3.2 0.8 0.0 -2.0 1.5
1 Select either
125
120 0.2 -1.9
-0.8 0.5 -2.0
-0.5 0.4 -0.6 -0.3 0.9 0
1.4 -0.9
1.2 0.6 -0.4
5
3 2.2 -3.1 2.5 0.8 -2.2 2.5 -0.6 3.0 2.1 3.2 4.2 -3.5

-0.1 0.0 0.1 0.1 -0.4

-0.1 -0.2 0.0 -0.1 0.0 0.3
0 0.1 0.2

0.9 3.4 -2.0 -0.7 1.2 3.2 0.5 1.9 -2.0 1.1 -0.9 3.6

Pmax All

Click 2a 2b

Figure 23; Command buttons for automatic tuning of Mean deviation pressures

 Wait for the system to update the screen with the new pressure values.
 Repeat the above steps if the pressure deviation between cylinders need further adjustment.

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4.3 Enable Continuous Automatic Tuning

When continuous tuning is enabled, it will continuously adjust the mean pressure level so that the difference
between the actual and ordered value for the specific load is reduced. Continuous automatic tuning is only
available if the system status indicates "Tuning allowed". Tuning is allowed only if index is stable, above a
predefined minimum limit, and sensor values are valid.

4.3.1 Enable Continuous Automatic Pmax Tuning

Follow the steps in the order shown below.

2 Select

3 Select
150
145 0.0 1.0 0.5 -2.1 -4.0
0 0.0 -0.5 0
8.0 -0.5 0
2.5 0.9 -5.8
-1.0
5
2 2.0 2.0 -2.0 0.5 0.0 4.0 1.0 1.0 0.4 3.0 0.0 0.0
1 Press

125
123 0.2 0.1 0.9 -0.5 -1.1
0 -0.5 0.4 0.2 0
1.3 -0.2 -0.9 0.1
2
1 1.0 2.0 -2.1 0.5 0.0 2.0 -1.0 3.0 1.2 -1.2 1.3 -3.2

-0.2 0.1 0.1 -0.1 -0.1 0.0 0.1 -0.1 0.0 0

0.4 -0.1 -0.1

2.0 2.0 -2.0 0.5 0.0 4.0 1.0 0.4 3.0 0.0 0.0 1.0

Pmax All

4 Press

Figure 24: Panel with button for enabling continuous Pmax tuning mode

Wait to view the results of the operation. When continuous Pmax tuning mode is enabled, incremental
adjustments to the Pmax mean level will be displayed in the Pmax Mean panel:

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150 150
145 149
5 1
2 2 4.4

Adjustment increments

4.3.2 Enable Continuous Automatic Pcomp Tuning

Follow the steps illustrated in section 4.3.1 but now select the Mean Pcomp panel instead.

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5 EDS Interface

The ECS MOP-B and PMI Auto-tuning will transfer values to CoCoS EDS after the PMI Auto-tuning System has
been commissioned.

5.1 Check that PMI values are transferred to EDS.

a. Select ‘Monitoring->Standard Report’ or select the “Standard Report” icon

b. Locate the report page displaying values from PMI Auto-tuning and view the result.

5.2 Check that ECS values are transferred to EDS

1. Select ‘Monitoring->Standard Report’ or select the “Standard Report” icon

2. Locate the report page displaying values from ECS and view the result.

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6 Appendix

6.1 How is a Shaft Power Estimation Map Generated?

A power map is automatically generated by the Engine Commissioning Tool (ECT), while performing the shop
trial procedures for commissioning an engine at testbed.

Figure 25: Engine Commissioning Tool

During shop trial commissioning of ME engines, the PMI Auto-tuning system is first set-up and calibrated so it
is ready to perform measurements. The engine is run at various key load points. At these load points, the ECT
records the engine speed and the measured shaft power read from the water brake with simultaneous
measurements of indicated pressure received from PMI Auto-tuning. When all load points have been
calibrated, the calibration data, including the power map data, is “committed” and stored in the ME-ECS.
From this point onwards, the power map is provided by the ME-ECS and used as a reference by the PMI Auto-
tuning system to evaluate an estimate of the engine shaft power, which is consistent with the original Water
Brake Power indication at shop trial.

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6.2 How is a Power Map Stored in PMI Auto-tuning?

Figure 26: Power map received online

PMI Auto-tuning communicates with the ME-ECS via a network connected between the ECS MOP-B and EMS
MOP, see Figure 26. The PMI Auto-tuning application automatically requests the ME-ECS for a power map. If
one is available, it is downloaded to PMI Auto-tuning via this network.

If a new ME-ECS configuration is made, the corresponding new power map is automatically downloaded and
replaces the existing map used by PMI Auto-tuning. If no map is available from the ME-ECS, PMI Auto-tuning
uses the traditional constant Mean Friction Loss method for a potentially less accurate estimation of the shaft
power. Note that the entire operation occurs automatically and no user intervention is required.

6.3 Checking Which Method is used for Estimating Shaft Power

To check if PMI Auto-tuning uses either the Shaft Power Estimation Map or the Constant Mean Friction Loss
method for estimating the engine shaft power, follow the steps shown in Figure 27.

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3 Select

2 Click

4 Check

Click 1

Figure 27: Checking if a power map is available

Table 1: Map messages*

Step 4, Figure 27 Description

A power map received from the ECS is used for
estimating the shaft power.

No power map is available from the ECS. PMI

Auto-tuning uses the traditional Mean Friction
Loss method for a less accurate estimation of
shaft power.
*This table does not contain a complete list of all available messages

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6.4 Power Map FAQ

Why is no power map downloaded when the network cable is connected to the ECS?

A power map may not have been stored in the ECS, and therefore none can be downloaded. This scenario
may occur in retrofit applications or if the ECS has been commissioned without PMI Auto-tuning in operation.
During commissioning, the ECT tool requires pressure data from PMI Auto-tuning in order to generate a
power map. Another reason may be due to the sensor type or engine configuration stored in the ECS differs
from the information stored in PMI Auto-tuning.

When no power map is available, the estimated power will be calculated using the Mean Friction Loss
method.

Why was the power map stored in PMI Auto-tuning deleted?

This scenario can only occur in automatic mode. When PMI Auto-tuning is connected to the ECS, it will check
the engine configuration stored in the ECS. If the sensor type or engine configuration stored in the ECS differs
from the information stored in PMI Auto-tuning, or if the ECS does not have a power map available, then the
existing power map in PMI Auto-tuning will be deleted. This will be indicated in the configuration history
shown in Figure 28. In this case, PMI Auto-tuning will use the Mean Friction Loss method for estimating the
effective pressure and effective power.

Figure 28: Configuration history table

The power map has been updated by the ECS. What happens to my past measurements based on an earlier
power map, will this affect the calculated results?

No. Earlier measurements and calculated values based on an earlier power map will not be affected and
remain unchanged.

How is a power map created and used by PMI Auto-tuning?

See the PMI Auto-tuning Operation User’s Reference Guide under the appendix for a description.

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6.5 Network Configuration

The network configuration is displayed in the System Information menu shown in Figure 29.

Figure 29: System information menu showing the engine specifications and the services provided over the network.

Engine
Information relating to the engine type and specification is shown here.

EMS Bus: PMI Data Server

Pressure data, system configuration, and other important information, are needed by other applications
running on the host or a remote computer connected to the network. This data is provided by the PMI Data
Server.

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 IP Port Number
The address assigned to the PMI Data Server that identifies where client requests are to be forwarded
to.

 Number of Connected Clients

The number of connected clients that are subscribing to PMI data. These clients may be running on
the host computer or on a remote computer connected to the network, such as the ECS MOP.

 Connected Clients
A list of the actual connected clients and what type of data they are subscribing to. In Figure 29, there
are two connected clients. The first client receives online pressure information, while the second
receives information on the type of pressure sensors mounted on the cylinders.

EMS Bus: Power Map Provider

PMI requires power map information to calculate the engine shaft power. Power map data is supplied by the
Engine Control System via the ECS MOP-B. This section display information used by PMI to connect to the
external ECS MOP-B.

 IP Address and Port Number

IP Address Port Number

172.17.17.20 1001

The port address assigned to the power map server at the remote computer.

The IP address of the remote computer (ECS MOP-B) supplying power map data.

These values are entered and stored in the PMI database.

 Status
Connection status to the power map server.

PMI-DAU

 Hardware Serial Number

A unique number assigned for identifying a single PMI-DAU unit.

 Firmware Version
Version of the software program installed on the PMI-DAU

 IP Address
The IP address of the PMI-DAU. This address is entered and stored in the PMI database.

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Legacy: PMI Data Server & Power Map Provider

This section is similar to section 1.2 and 1.3, but applies when connecting to older devices and applications.
Earlier versions of PMI used a different protocol for communication. This protocol is now obsolete and has
been superseded by a newer protocol starting with PMI and ECS version 1312. The new protocol is used in the
"EMS Bus: PMI Data Server" and "EMS BUS: Power Map Provider". However, support for communication with
older devices or applications using the legacy protocol is still supported. Connection information to these
devices or applications are shown here.

 IP Port Number
The address assigned to the legacy PMI Data Server that identifies where client requests are to be
forwarded to.

 Number of Connected Clients

The number of connected clients that are subscribing to PMI data. The clients may be running on the
host computer or on a remote computer connected to the network, such as the ECS MOP. At present,
CoCoC-EDS can only communicate using the legacy protocol. Therefore, when CoCoS-EDS connects to
PMI, this section will be incremented by 1.

Note: A list containing information on the actual connected clients are not shown.

The operator need not be concerned about which protocol a particular device or application is using when
connecting to PMI. Switching between the new and legacy protocol occurs seamlessly.

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6.6 Auto TDC Calibration Failure Due to Early Injection

Description

When performing automatic TDC calibration, the operation may be interrupted with the following failure
message:

Figure 30: Failure message displayed when early fuel injection is detected in the interval used for calibrating the TDC angles.

The system uses a pressure interval in the compression stroke to calculate the TDC angles, see Figure 31. If
early fuel injection is detected in this interval, it will interfere with the calculation, and the system will abort
calibrating the TDC angles.

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Figure 31: Pressure interval used for calculating the TDC angle in the compression stroke.

Preventing a Failure

Temporarily delay fuel injection on all cylinders so that fuel injection is shifted outside this interval. The
operator may delay fuel injection using one or both of the following methods. Start with method 1. If
calibration does not succeed, proceed to method 2.

Method 1:

Increase the engine load to a value between 60 and 65% and repeat automatic TDC calibration.

Method 2:

Reduce the Pmax pressure on all cylinders by adjusting the Mean Pmax Offset in the ECS MOP, see Figure 32.

Start by setting the value to -5 bar and perform another TDC calibration. If it does not succeed, decrease the
value in steps of -5 bar until a minimum limit of -20 bar is reached. Perform another TDC calibration after each
step until it succeeds.

Once calibration has succeeded, re-adjust the Mean Pmax Offset back to its original setting. Then read the
new trigger offset value and update the corresponding value in the ECS via the ECS MOP, see section 2.2.4

Note: If you are still unable to calibrate the TDC angles using the Automatic TDC Calibration method, please
contact MAN Diesel & Turbo at [email protected] for assistance. Include a description of the problem
you are encountering and what steps have been undertaken.

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3 Select 2 Select

1 Select

5 Press to confirm
4 Adjust

Figure 32: Adjust the Mean Pmax Offset by following the steps shown.

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6.7 Precautions and Handling of PMI Sensors

To ensure long term lifetime of the PMI sensors, certain precautions must be followed when handling the PMI
sensors.

The following is an excerpt taken from service letter SL2016-621. Always consult the latest service letter
available from MAN Diesel & Turbo on handling the PMI sensors.

The sensor housing temperature increases dramatically when the indicator valve is opened while the engine is
running. This could cause drifting of the sensor signal or even damage to the sensor depending on the
duration of blow through. When handling the PMI sensors, the following precautions should be observed:

1. Blow Through

In general, it is recommended only to open the indicator valve while the starting valves are open and
the engine is turned by air.

Do not blow through the indicator valve at high load. If clogging is suspected, only blow through the
indicator valve at low load and a duration of not more than one engine revolution.

If the indicator valve is blown through right before taking a calibration measurement, wait for a
minimum of 10 minutes before mounting the reference sensor.

2. Check for Gas Leaks

Gas leaks may lead to excessive temperature at the sensor. Make sure there are no gas leaks in the
indicator valve and assembly. Check for gas leaks between the sensor adapter, cylinder cover, and
valve flange. Copper washers must be used to seal the mating surfaces, see Figure 33. If the indicator
valve assembly is dismounted, always replace the copper washers with new. When mounting the
Reference sensor, verify that the mating surfaces are clean to prevent gas leaks.

Copper washers

Figure 33: Use only copper washers to prevent exhaust leaks.

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3. Cleaning

A thin layer of soot on the sensor membrane does not influence the measurement results, and thus,
disassembly is normally not necessary. Only heavy exhaust deposits should be removed. Heavy
exhaust deposits may be dissolved using sparkling water.

Caution: Do not disassemble the sensor from the adapter, see Figure 34.

Sensor

Adapter

Figure 34: Online sensor

If clogging persists after blowing through, disassemble and clean the indicator valve arrangement
manually.

4. Prevent Acid Condensation

Corrosion from sulfuric acid condensation must be prevented by maintaining the sensor and indicator
pipe at temperatures above the acid dew point. This should be done by insulating the indicator pipe
arrangement, see Figure 35.

Divert the fresh air blower inlet away from the cylinder covers of the engine. This will prevent over
cooling the indicator pipe arrangement, especially when running at low load.

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Figure 35: Insulate the indicator pipe arrangement to prevent acid condensation.

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