Cpos Operator Manual
Cpos Operator Manual
Cpos Operator Manual
The reader
This operator manual is intended as a reference manual for the system operator. This manual is based on the assumption that the system operator is an experienced DP operator with a good understanding of basic DP principles and general DP operation. If this is not the case, then the operator should first attend the appropriate Kongsberg Maritime training courses.
Note
The information contained in this document remains the sole property of Kongsberg Maritime AS. No part of this document may be copied or reproduced in any form or by any means, and the information contained within it is not to be communicated to a third party, without the prior written consent of Kongsberg Maritime AS. Kongsberg Maritime AS endeavours to ensure that all information in this document is correct and fairly stated, but does not accept liability for any errors or omissions.
Warning
The equipment to which this manual applies must only be used for the purpose for which it was designed. Improper use or maintenance may cause damage to the equipment and/or injury to personnel. The user must be familiar with the contents of the appropriate manuals before attempting to operate or work on the equipment. Kongsberg Maritime disclaims any responsibility for damage or injury caused by improper installation, use or maintenance of the equipment.
Document revisions
Written by Rev Date Sign Checked by Date Sign Approved by Date Sign
A B C D E F
18.10.04 04.02.05
PLB PLB
19.10.04 04.02.05
JKM JKM
20.10.04 07.02.05
BG BG
The original signatures are recorded on the companys logistic data system.
Document history
Rev. A Rev. B This version describes the operation of the cPos (OS) system at SDP basis software release 6.1.0. This version describes the operation of the cPos (OS) system at SDP basis software release 6.1, update 1.
To assist us in making improvements to the product and to this manual, we welcome comments and constructive criticism. Please send all such, in writing, to: Kongsberg Maritime AS Att: Documentation Department P. O. Box 483 N-3601 Kongsberg Norway e-mail: km.documentation@kongsberg.com
178339/B
Glossary
Abbreviations
ARP AP BIST BITE cPos CG CW CCW COG DGPS DP DPC DQI EBL GPS HDOP HPR I/O IMO KM LTW MOB OS OT PMS RIO rms ROT ROV Alternative Rotation Point Autopilot (a device for automatic heading control) Built-In Self Test Built-In Test Equipment Kongsberg Compact Dynamic Positioning Centre of Gravity Clockwise Counter-clockwise Course Over Ground Differential GPS Dynamic Positioning DP Controller Differential Quality Indicator Electronic Bearing Line Global Positioning System Horizontal Dilution Of Precision Hydroacoustic Position Reference Input/Output International Maritime Organisation Kongsberg Maritime Light-weight Taut Wire Mobile transponder Operator Station Operator Terminal Power Management System Remote Input - Output root mean square Rate Of Turn Remotely Operated Vehicle
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Revolutions Per Minute Kongsberg Dynamic Positioning Uninterruptible Power Supply Universal Time Coordinated Universal Transverse Mercator Vertical Reference System World Geodetic System Wheel Over Point Waypoint Wing Terminal
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General terms
Apparent wind See Relative wind. Bearing The horizontal direction of one terrestrial point from another, expressed as the angular distance from a reference direction, clockwise through 360. Blackout prevention A method of preventing a power failure due to overloading of the supply generators. Cartesian coordinate system A coordinate system where the axes are mutually-perpendicular straight lines. Command group A group of functions that reflect the way the system will operate for a specific process area, for example, Propulsion and Propulsion Simulation. Controller group A group of one or more controller computers. Course The horizontal direction in which a vessel is steered or is intended to be steered, expressed as angular distance from north, usually from 000 at north, clockwise through 360. Strictly, this term applies to direction through the water, not the direction intended to be made good over the ground. Differs from heading. Crab angle The angle between the vessel heading and the track. Cross-track error The distance from the vessels present position to the closest point on the track. Datum Mathematical description of the shape of the earth (represented by flattening and semi-major axis as well as the origin and orientation of the coordinate systems used to map the earth). Dead reckoning The process of determining the position of a vessel at any instant by applying to the last well-determined position the run that has since been made, based on the recent history of speed and heading measurements. Destination The immediate geographic point of interest to which a vessel is navigating. It may be the next waypoint along a route of waypoints or the final destination of a voyage.
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Feedback Signals returned from the process (vessel) and used as input signals to the Vessel Model. Gyrocompass A compass having one or more gyroscopes as the directive element, and which is north-seeking. Its operation depends on four natural phenomena: gyroscopic inertia, gyroscopic precession, the earths rotation and gravity. Heading The horizontal direction in which a vessel actually points or heads at any instant, expressed in angular units from a reference direction, normally true north, usually from 000 at the reference direction clockwise through 360. Differs from course. International Maritime Organisation Formally called IMCO, the IMO is the specialised agency of the United Nations responsible for maritime safety and efficiency of navigation. Kalman filter The Kalman filter is a set of mathematical equations that provides an efficient computational (recursive) solution of the least-squares method. The filter is very powerful in several aspects; it supports estimations of past, present and even future states, and it can also do so, even when the precise nature of the modelled system is unknown. Leg The straight line between two waypoints. Log An instrument for measuring the speed or distance or both travelled by a vessel. Navigation leg The leg of a voyage on which the vessel is currently travelling. Reference origin The reference point of the first position-reference system that is selected and accepted for use with the system. The origin in the internal coordinate system. Relative bearing The bearing of an object relative to the vessels heading. Relative wind The speed and relative direction from which the wind appears to blow with reference to the moving vessel. Route A planned course of travel, usually composed of more than one navigation leg.
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Surge Vessel movement in the fore-and-aft direction. Sway Vessel movement in the transverse direction. Thruster In this document, this is used as a general term for any element of the vessels propulsion system, such as an azimuth thruster, tunnel thruster, main propulsion or rudder. Track The intended or desired horizontal direction of travel with respect to the earth. Transponder In this document, this is the physical reference of a position-reference system. For example: for an HPR system this means any deployed transponder; for an Artemis system, the Fixed Antenna unit/beacon; for a Taut Wire system, the depressor weight. True bearing Bearing relative to true north. Unavailable Describes a status indication or entry field that is shown but appears dimmed. An unavailable entry field cannot be changed. Vessel Reference Model A mathematical model of the vessel which makes it possible to simulate vessel movements and behaviour in the horizontal plane (surge, sway and yaw). Waypoint A defined position or reference point on a track. Wheel-over point The point where a vessel is commanded to change heading before a waypoint. Yaw Vessel rotation about the vertical axis (change of heading).
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Table of contents
1 CPOS SYSTEM THEORY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 The cPos system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 Basic forces and motions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 cPos system principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
The Kalman Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Thruster allocation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
USER INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1 Operator station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2 Operator panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Panel indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Command control buttons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Views buttons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Panel buttons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Message system buttons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Dialog select buttons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operational mode buttons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Joystick buttons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Three-axis joystick . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Input wheel and buttons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Position button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.4
Display layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Title bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Message line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sensor status area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Power area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heading area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Position area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Force balance area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System operation area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operational status area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Trend area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . View area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-10
2-11 2-11 2-11 2-13 2-14 2-16 2-19 2-21 2-24 2-27 2-27
2.5
Dialogs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Displaying dialogs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page and entry field state identification . . . . . . . . . . . . . . . . . . . . . . . . Dialog navigation, and changing and entering parameter values and options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Closing dialogs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Basic rules for dialogs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-28
2-28 2-28 2-29 2-30 2-30
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2.6
Display views . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Orientation of the operator station . . . . . . . . . . . . . . . . . . . . . . . . . . . . Available views . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Selecting a display view . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . View control dialog . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-32
2-32 2-32 2-33 2-34
Alarm indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Messages on the printer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operator advice messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Critical system messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Controller response . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Software inconsistency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-1 4-2
4-2
4.2
Command transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Taking command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Giving command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-3
4-3 4-3
SYSTEM SETTINGS AND STATUS INFORMATION . . . . 5.1 Panel test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2 Panel dimming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3 Day and night palettes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4 System status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General Setup dialog - Status page . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-8
5-8
Display units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General Setup dialog - Misc page . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-9
5-9
5-10
5-10
10
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5.8 5.9
5-11
5-11
5-13
5-13
5-15
5-15 5-15 5-16
5-17
5-17 5-18
6-1 6-2
6-4
Joystick settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Auto Setup dialog - Joystick page . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-5
6-5
6-7 6-8
6-9
7-1 7-2
7-2 7-3 7-3 7-3 7-4
7.2
Wind sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sensors dialog - Wind page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Displayed wind information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Faulty wind sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rejection of faulty wind data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operating without wind sensor input . . . . . . . . . . . . . . . . . . . . . . . . . .
7-6
7-6 7-7 7-7 7-8 7-9
7.3
7-10
7-10 7-11 7-11
7.4
Speed sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sensors dialog - Speed page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Displayed Speed information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-13
7-13 7-14
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11
8-1 8-2
8-2 8-3
8.2
Coordinate systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
System datum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reference origin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-4
8-4 8-4
8.3
8-6
8-6 8-6 8-7 8-7 8-8 8-9
8.4
8-11
8-11 8-12
8.5 8.6 9
9.2
Thruster allocation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Auto Setup dialog - Control page . . . . . . . . . . . . . . . . . . . . . . . . . . . . Selecting the thruster allocation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9-4
9-4 9-5
10-1 10-2
10-2
10-4
10-4 10-5 10-5 10-6 10-6 10-6 10-7 10-9
12
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10-11
10-11
10-13
10-13 10-18 10-19 10-20 10-20
10-21
10-22 10-25 10-26 10-26 10-26 10-26
10-27
10-28 10-29 10-36 10-37 10-38 10-40 10-42
11 CHANGING THE HEADING SETPOINT . . . . . . . . . . . . . . . . 11.1 Stopping a change of heading . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.2 Entering a new heading setpoint . . . . . . . . . . . . . . . . . . . . . . . . .
Heading Setpoint dialog . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Changing the vessels heading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-5
11-5
11.4 Selecting the minimum power heading . . . . . . . . . . . . . . . . . . . . 12 CHANGING THE POSITION SETPOINT . . . . . . . . . . . . . . . 12.1 Stopping a change of position . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.2 Entering a new position setpoint . . . . . . . . . . . . . . . . . . . . . . . . .
Position Offset dialog . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Changing the vessels position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12-8
12-8
12-10
12-10
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13
13 POWER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.1 Power monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.2 Power load monitoring and blackout prevention . . . . . . . . . . . 14 DISPLAY VIEWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.1 Position Plot view . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Track Line mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . View controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Position-reference System view . . . . . . . . . . . . . . . . . . . . . . . . . . Power Consumption view . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sensor view . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Setpoint/Feedback view . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Thruster view . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Autopilot mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Track Line mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
15 BUILT-IN TRAINER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.1 Trainer functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.2 Starting-up and using the trainer . . . . . . . . . . . . . . . . . . . . . . . .
General Setup dialog - Trainer page . . . . . . . . . . . . . . . . . . . . . . . . . . . Starting-up and configuring the trainer . . . . . . . . . . . . . . . . . . . . . . . .
15-5 A-1
A-1 A-1 A-2 A-2 A-3 A-3 A-3 A-3 A-4 A-4 A-4 A-5 A-5 A-5 A-6 A-6 A-6
14
Kongsberg Maritime
178339/B
Calibration OK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Calibration error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Calibration offset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Clock failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Configuration error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Controller A stopped . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Demand reduced on bus A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Demand reduced thruster 1 by ext system . . . . . . . . . . . . . . . . . . . . . . Diesel shaft 1 overload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Draught 1 not ready . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Draught input updated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Draught not enabled . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Enable thrusters in bow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fanbeam system communication error . . . . . . . . . . . . . . . . . . . . . . . . Fanbeam system input disabled . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fanbeam system telegram error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Follow target new setpoint inhibited . . . . . . . . . . . . . . . . . . . . . . . . . . Follow target not possible . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Follow target relative angle rejected . . . . . . . . . . . . . . . . . . . . . . . . . . Follow target transponder prediction error . . . . . . . . . . . . . . . . . . . . . . Follow target unused TP selected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Force bias automatic set off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Force bias automatic set on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Force bias new set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GLONASS system telegram frequency too high . . . . . . . . . . . . . . . . . GLONASS system telegram timeout . . . . . . . . . . . . . . . . . . . . . . . . . . GLONASS system checksum error . . . . . . . . . . . . . . . . . . . . . . . . . . . GLONASS system communication timeout . . . . . . . . . . . . . . . . . . . . GLONASS system invalid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GLONASS system invalid pos received . . . . . . . . . . . . . . . . . . . . . . . GLONASS system no diff data received . . . . . . . . . . . . . . . . . . . . . . . GLONASS system telegram error . . . . . . . . . . . . . . . . . . . . . . . . . . . . GLONASS system unknown telegram format . . . . . . . . . . . . . . . . . . . GNSS system telegram frequency too high . . . . . . . . . . . . . . . . . . . . . GNSS system telegram timeout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GNSS system checksum error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GNSS system communication timeout . . . . . . . . . . . . . . . . . . . . . . . . GNSS system invalid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GNSS system invalid pos received . . . . . . . . . . . . . . . . . . . . . . . . . . . GNSS system no diff data received . . . . . . . . . . . . . . . . . . . . . . . . . . .
A-6 A-7 A-7 A-8 A-8 A-8 A-9 A-9 A-9 A-10 A-10 A-10 A-11 A-11 A-12 A-12 A-13 A-13 A-13 A-14 A-14 A-14 A-15 A-15 A-15 A-16 A-16 A-16 A-17 A-17 A-17 A-18 A-18 A-18 A-19 A-19 A-19 A-20 A-20 A-20
178339/B
15
GNSS system telegram error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GNSS system unknown telegram format . . . . . . . . . . . . . . . . . . . . . . . GPS rel system telegram frequency too high . . . . . . . . . . . . . . . . . . . . GPS rel system telegram timeout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GPS rel system UHF link failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GPS rel system checksum error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GPS rel system communication timeout . . . . . . . . . . . . . . . . . . . . . . . GPS rel system out of range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GPS rel system telegram error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GPS rel system unknown telegram format . . . . . . . . . . . . . . . . . . . . . . GPS system telegram frequency too high . . . . . . . . . . . . . . . . . . . . . . GPS system telegram timeout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GPS system checksum error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GPS system communication timeout . . . . . . . . . . . . . . . . . . . . . . . . . . GPS system invalid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GPS system invalid pos received . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GPS system no diff data received . . . . . . . . . . . . . . . . . . . . . . . . . . . . GPS system telegram error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GPS system unknown telegram format . . . . . . . . . . . . . . . . . . . . . . . . Gyro 1 not ready . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gyro 1 prediction error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gyro 1 rejected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gyro difference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gyro not enabled . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gyro system telegram frequency too high . . . . . . . . . . . . . . . . . . . . . . Gyro system telegram timeout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gyro system checksum error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gyro system communication timeout . . . . . . . . . . . . . . . . . . . . . . . . . Gyro system telegram error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gyro system unknown telegram format . . . . . . . . . . . . . . . . . . . . . . . . HPR 1 no transponder available . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPR system communication error . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPR system input disabled . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPR system telegram error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heading dropout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heading monitor requires 2nd source . . . . . . . . . . . . . . . . . . . . . . . . . Heading out of limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heading prediction error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INS system WAYP tlg freq too high . . . . . . . . . . . . . . . . . . . . . . . . . . INS system telegram timeout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A-21 A-21 A-21 A-22 A-22 A-22 A-23 A-23 A-23 A-24 A-24 A-24 A-25 A-25 A-25 A-26 A-26 A-26 A-27 A-27 A-27 A-28 A-28 A-29 A-29 A-29 A-29 A-30 A-30 A-31 A-31 A-31 A-32 A-33 A-33 A-33 A-34 A-34 A-34 A-35
16
Kongsberg Maritime
178339/B
INS system checksum error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INS system communication timeout . . . . . . . . . . . . . . . . . . . . . . . . . . INS system telegram error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INS system unknown tlg format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IO config error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IO input error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IO max no signal exceeded . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IO max no vote signal exceeded . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Illegal messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Insufficient memory in DP controller . . . . . . . . . . . . . . . . . . . . . . . . . Insufficient thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Joystick electrical failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LTW 1 alarm messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LTW 1 error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LTW 1 estimate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LTW 1 exceeds fatal limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LTW 1 high tension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LTW 1 hydraulic or power not OK . . . . . . . . . . . . . . . . . . . . . . . . . . . LTW 1 local control selected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LTW 1 min wire length not reached . . . . . . . . . . . . . . . . . . . . . . . . . . . LTW 1 mooring not on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LTW 1 out of limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LTW 1 overload or overspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LTW 1 proximity switch not OK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LTW 1 status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LTW 1 timeout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LTW 1 wire length difference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LTW messages error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LTW net error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Manual rotation point not possible . . . . . . . . . . . . . . . . . . . . . . . . . . . . Monitor VRS out of limits roll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NMEA no buffer space for telegram . . . . . . . . . . . . . . . . . . . . . . . . . . NMEA output error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Net data 1 input missing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Net invalid message received . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Net transmit failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Net unknown address . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . New main mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . New model or gain updated from ASCII . . . . . . . . . . . . . . . . . . . . . . . New rotation point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A-35 A-35 A-36 A-36 A-37 A-37 A-37 A-37 A-38 A-38 A-38 A-39 A-39 A-39 A-40 A-40 A-40 A-40 A-41 A-41 A-41 A-41 A-42 A-42 A-42 A-43 A-43 A-43 A-43 A-44 A-44 A-44 A-45 A-45 A-46 A-46 A-46 A-47 A-47 A-47
178339/B
17
New system mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No minimum demand on force thruster . . . . . . . . . . . . . . . . . . . . . . . . No ready rudder or steer thruster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No reference system accepted . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No reference system active . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operator station operational . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operator station stopped . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Origin calibration error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PCU 1 block input timeout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PCU 1 input timeout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PCU communication input error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PCU communication input timeout . . . . . . . . . . . . . . . . . . . . . . . . . . . Position dropout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Position out of limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Position presentation invalid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Power limits reached on bus A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Power out of range on bus A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Power out of range on generator 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Power skew load on bus A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Power skew load on thruster 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Propeller 1 auto enabled . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Propeller 1 failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Propeller 1 force reduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Propeller 1 high force . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Propeller 1 input error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Propeller 1 not in power mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Propeller 1 not ready . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Propeller 1 power mode illegal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Propeller 1 power mode on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Propeller 1 prediction error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Propeller 1 ready . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Propeller 1 ready running conflict . . . . . . . . . . . . . . . . . . . . . . . . . . . . ROT 1 prediction error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Radius system invalid data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Radius system no reply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reduced thruster alloc capability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reference high noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reference high offset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reference high variance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reference median deviation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A-47 A-48 A-48 A-48 A-49 A-49 A-49 A-50 A-50 A-50 A-51 A-51 A-51 A-52 A-52 A-52 A-53 A-53 A-54 A-54 A-54 A-55 A-55 A-55 A-55 A-56 A-56 A-56 A-57 A-57 A-57 A-58 A-58 A-58 A-59 A-59 A-59 A-60 A-60 A-60
18
Kongsberg Maritime
178339/B
Reference median rejected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reference origin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reference position frozen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reference prediction error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reference system WAYP tlg freq too high . . . . . . . . . . . . . . . . . . . . . . Reference system invalid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reference system invalid data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reference system no reply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reference system unknown tlg format . . . . . . . . . . . . . . . . . . . . . . . . . Reserved power on bus A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rudder 1 failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rudder 1 input error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rudder 1 not ready . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rudder 1 not zero . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rudder 1 prediction error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rudder 1 ready . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rudder 1 triangle pot error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rudder in azimuth limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sensor prediction error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Speed sensor dropout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Speed GPS 1 high noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Speed GPS 1 prediction error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Speedlog 1 not ready . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Speedlog 1 prediction error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System file decode OK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System file decode error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System file flash copy OK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System file flash copy error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System file parameter inconsistency . . . . . . . . . . . . . . . . . . . . . . . . . . System file read error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System file write OK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System file write error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System file write error wrong no of bytes . . . . . . . . . . . . . . . . . . . . . . System selected heading not possible . . . . . . . . . . . . . . . . . . . . . . . . . Thruster 1 power mode illegal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Thruster in azimuth limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Thrusters not ready . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Too many messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tunnel 1 auto enabled . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tunnel 1 failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A-60 A-61 A-61 A-61 A-62 A-62 A-62 A-63 A-63 A-63 A-64 A-64 A-64 A-65 A-65 A-65 A-66 A-66 A-66 A-67 A-67 A-67 A-68 A-68 A-68 A-68 A-69 A-69 A-69 A-70 A-70 A-70 A-71 A-71 A-71 A-71 A-72 A-72 A-72 A-73
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19
Tunnel 1 force reduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tunnel 1 high force . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tunnel 1 input error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tunnel 1 not in power mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tunnel 1 not ready . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tunnel 1 power mode illegal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tunnel 1 power mode on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tunnel 1 prediction error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tunnel 1 ready . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tunnel 1 ready running conflict . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UPS failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VRS 1 not ready . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VRS 1 rejected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VRS difference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VRS not enabled . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wind 1 not ready . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wind 1 sensor rejected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wind difference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wind not enabled . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wind sensor height inconsistency . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wind system telegram frequency too high . . . . . . . . . . . . . . . . . . . . . . Wind system telegram timeout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wind system checksum error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wind system communication timeout . . . . . . . . . . . . . . . . . . . . . . . . . Wind system telegram error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wind system unknown telegram format . . . . . . . . . . . . . . . . . . . . . . .
A-73 A-73 A-73 A-74 A-74 A-74 A-75 A-75 A-75 A-76 A-76 A-76 A-77 A-77 A-77 A-78 A-78 A-78 A-79 A-79 A-79 A-79 A-80 A-80 A-80 A-81
20
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1-1
1.1
1-2
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1.2
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1-3
The vessel also moves in three vertical degrees of freedom: pitch, roll and heave.
Heave (+ = down)
Figure 2 Pitch, roll and heave The pitch and roll motions are not controlled by the cPos system. However, in order to allow the position-reference system to correct for these motions, the system must have information about them. This information is received from vertical vertical reference sensors The cPos system does not control or require information about the heave motion, but the motion can be measured and displayed.
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1.3
Figure 3 cPos system block diagram The cPos system relies on a vessel model which includes hydrodynamic characteristics such as drag coefficients and virtual mass data. This model, called the Mathematical Vessel Model, describes how the vessel responds to an applied force. e.g. wind and thrusters.
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The Kalman Filter uses a mathematical model of the vessel. The mathematical model itself is never a 100% accurate representation of the real vessel. However, by using the Kalman filtering technique, the model can be continuously corrected. The vessels heading and position are measured using the gyrocompasses and position-reference systems, and are used as input data to the cPos system. These measurements are compared with the predicted or estimated data produced by the mathematical model, and the differences are then used to correct the model.
Individual Thruster Commands
Thruster Allocation
Forces and Moment Demand
Wind
Controller
Heading, Position and Speed Estimates
Thruster Feedback
Figure 4 Block diagram showing the Kalman filter The Kalman Filter provides the following advantages: Optimum combination of data from the different position-reference systems. The system calculates a variance for each position-reference system in use, and places different weighting on their measurements according to each systems individual quality. In the absence of position measurements, the model provides a dead-reckoning mode. This means that the system is able to perform positioning for some time without position updates from any position-reference systems.
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In the Kalman Filter, the Mathematical Vessel Models reliability and the noise level of the position measurement are the basis for deciding how much to trust each measurement. As time elapses the model reliability will increase through continuous updates from measured vessel response. The process is adaptive. If, for example, only one position-reference system is active and it has a low update rate, the model reliability will decrease in the periods between measurements, and the vessel model will therefore be heavily updated with each measurement. Offshore trials have verified that the cPos system principles give: Improved suppression of noise in position measurement with a better station-keeping performance. Reduced power consumption and wear and tear on the thrusters due to improved suppression. A more robust handling of combined high and low update rate position sensors, such as DGPS and traditional Long Base-Line hydroacoustic positioning. A Kalman Filter is also used for the heading information based on measurement from the actual gyrocompass in use. Additional advantages can be obtained by use of speed measurements. These can be used as an addition to position measurements to improve the vessel speed control, and to make calibration of position measurements faster when sailing at high speed. A combination of speed measurement and a position-reference system will be better able to handle drop out of position measurements during sailing. The speed measurement interface can be DGPS or Doppler Log.
The Controller
The controller calculates the resulting force to be produced by the thrusters/propellers in order for the vessel to remain on station. The controller consists of the following parts:
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Excursion Feedback The deviation between the operator-specified position/heading setpoints and the actual position/heading data, and similar deviations with respect to the vessels velocity/heading rate, drive the excursion feedback. The deviations are multiplied by gain factors to obtain a force setpoint (restoring setpoint and damping setpoint) required to bring the vessel back to its setpoint values while also slowing down its movements. Wind Feed-Forward In order to counteract the wind forces as quickly as possible, the feed-forward concept is used. Based on wind speed and direction measurements, the wind-induced forces acting upon the vessel can be calculated. The thrusters/propellers are ordered to counteract the forces due to wind. Current Feedback The excursion feedback and wind feed-forward are not sufficient to bring the vessel back to the desired setpoints due to unmeasured external forces (such as waves and current). The system estimates these forces over time, and calculates the force setpoint required to counteract them.
Thruster allocation
The force setpoint in the surge and sway axes (the force setpoint), and in the yaw axis (the turning moment setpoint), is distributed to the various thrusters and propellers by the Thruster Allocation function. The setpoint is distributed in such a way as to obtain the force and turning moment required for position and heading control, while also ensuring optimum thruster/propeller use with minimum power consumption and minimum wear and tear on the propulsion equipment. If it is not possible to maintain both the turning moment and the force setpoint due to insufficient available thrust, priority is normally set to obtain the turning moment setpoint (heading). If a thruster/propeller is out of service or deselected, the lost thrust is automatically redistributed to the remaining thrusters/propellers.
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2 USER INTERFACE
This Chapter contains the following sections: 2.1 2.2 2.3 2.4 2.5 2.6 Operator station Operator panel Controls and indicators Display layout Dialogs Display views
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User interface
2.1
Operator station
The cPos operator station (see Figure 5) comprises the following: A 17 high-resolution colour flat screen TFT display for monitoring and operation of the system. An operator panel with push buttons, indicators, controls and joystick. A maritime computer running Microsoft Windows XP. A system printer for logging alarm and warning messages, and printing the display picture.
Figure 5 cPos operator station The power switch and adjustment controls for the display are placed below the bottom of the screen. For further details concerning their use, refer to the Hardware Module Description for the display. The power switch for the maritime computer is located on the front of its case. For further details, refer to the MP5xx Maintenance Manual for the maritime computer. Isolation circuit-breakers for the colour display, maritime computer and system printer are located on the operator station mounting plate (above the maritime computer). For further details, refer to the cPos OS Maintenance Manual.
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Operator panel
2.2
Operator panel
The cPos operator panel is designed for fully automatic operations as well as manual and semi-automatic joystick operations. The layout of the operator panel (see Figure 6) is divided into various areas whose controls and indicators are arranged according to their function.
power
Take
operation
Give
Stand by
Views
View control
Dim
Day/night
Test
Alarm ack.
Alarm view
Silence
Thrusters
Ref. systems
Sensors
General setup
Auto setup
Auto position
Present position
Joystick
Full thrust
Set heading
Pilot setup
Auto pilot
Present heading
Auto heading
Fore pivot
Enter
Line setup
Track line
Stop on line
Auto surge
Center pivot
Cancel
Target setup
Follow target
Auto sway
Aft pivot
Change position
(CD3058A)
Figure 6 cPos operator panel The button text or symbol is colour-coded to indicate the button type as follows: White text or symbol on a dark background. Single-press action button for test, set-up, data input and operation monitoring. Dark text on a white background. Double-press action button for operation control. Dark text on an orange background. Single-press action button for the message system.
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User interface
2.3
Panel indicators
power
This group comprises two indicators. The green power indicator is lit when the operator panel is connected to the maritime computer and its 24 VDC power supply is switched on. The green/red operation indicator shows the current operational status of the operator panel: - Steady green The electronics inside the operator panel are functioning correctly and communication with the system has been established. - Flashing red An internal error has been detected or the panel has lost communication with the system. - Flashing green A test or setup function is active, i.e. panel test, panel dimming or joystick calibration.
operation
The Take button transfers control of the system to the operator station (see Taking command on page 4-3). The Give button enables another operator station, operator terminal or wing terminal (if installed) to take control of the system (see Giving command on page 4-3).
Views buttons
Views View control
This group comprises two buttons. The Views button displays and closes the Views dialog (see Selecting a display view on page 2-33). The View control button displays and closes the View Control dialog for the display views (see View control dialog on page 2-34).
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Panel buttons
Dim Day/night Test
This group comprises three buttons, one with a green status indicator. The Dim button enables and terminates the panel dimming function (see Panel dimming on page 5-3). The Day/night button toggles the day and night palettes for the colour display (see Day and night palettes on page 5-5). The Test button enables and terminates the panel test function (see Panel test on page 5-2). The green status indicator above the button is not used.
This group comprises three buttons, one with a red alarm indicator. The Alarm ack. button acknowledges alarms and warning messages (see Acknowledging messages on page 3-9). The red alarm indicator above this button (when either flashing or continuously lit) indicates that alarm and/or warning states exist in the system (see Alarm indicator on page 3-11). The Alarm view button displays and closes the Event List window (see Presentation of messages on page 3-6). The Silence button stops the audible alarm from sounding. (see Silence button on page 3-10).
The Thrusters button displays and closes the Thruster Enable dialog (see Thruster allocation on page 9-4). The green status indicator above the button is not used. The Ref. systems button displays and closes the Position-reference System dialog (see Position-reference System dialog on page 8-2). The red status indicator above the button is not used. The Sensors button displays and closes the Sensors dialog (see Gyrocompasses on page 7-2, Wind sensors on page 7-6, Vertical reference sensors on page 7-10, Speed sensors on page 7-13 and Setting the vessel draught on page 12-10). The green status indicator above the button is not used.
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User interface
General setup
The General setup button displays and closes the General Setup dialog (see System date and time on page 5-8, Display units on page 5-9, System software information on page 5-10, Resetting the controller and operator station computers on page 5-11 and Starting-up and using the trainer on page 15-3).
The Standby button selects the Standby mode (see Standby mode on page 10-2). The Auto setup button displays and closes the Auto Setup dialog (see Auto Setup dialog - Control page on page 5-13, 9-4, 11-5 and 12-8, Auto Setup dialog - Limits page on page 5-16, Auto Setup dialog - Rotation page on page 5-17 and Auto Setup dialog - Joystick page on page 6-5). The Auto position button selects Auto Position mode (see Auto Position mode on page 10-11). The Pilot setup button displays and closes the Pilot Setup dialog, provided that the Autopilot option is available in the system (see Pilot Setup dialog on page 10-13). The Auto pilot button selects Autopilot mode provided that this option is available in the system (see Autopilot mode on page 10-13). The Line setup button displays and closes the Line Setup dialog, provided that the Track line option is available in the system (see Line Setup dialog on page 10-29). The Track line button selects Track Line mode provided that this option is available in the system (see Track Line mode on page 10-27). The Target setup button displays and closes the Target Setup dialog, provided that the Follow target option is available in the system (see Target Setup dialog on page 10-22). The Follow target button selects Follow Target mode provided that this option is available in the system (see Follow Target mode on page 10-21).
Auto setup
Auto position
Pilot setup
Auto pilot
Line setup
Track line
Target setup
Follow target
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The Present position button selects the present position (see Stopping a change of position on page 12-2).
Present position
The Present heading button selects the present heading (see Stopping a change of heading on page 11-2). The Stop on line button selects the present position when in Track Line mode, provided that the Track line option is available in the system (see Stopping on the track line on page 10-42). The Min. pow. heading button selects the minimum power heading in when the vessel is under automatic heading control (see Joystick control with automatic heading control on page 10-6 and Selecting the minimum power heading on page 11-7) and in the optional Follow Target mode (see Heading control on page 10-26). The Joystick button selects the Joystick mode (see Joystick mode on page 10-4).
Present heading
Stop on line
Joystick
Auto heading
The Auto heading button selects automatic heading control (see Joystick mode with automatic heading control on page 10-6). The Auto surge button selects automatic surge control (see Joystick mode with automatic position control on page 10-7). The Auto sway button selects automatic sway control (see Joystick mode with automatic position control on page 10-7).
Auto surge
Auto sway
Joystick buttons
This group comprises four buttons with green status indicators
Full thrust
The Full thrust button toggles the joystick thrust setting between Full and Reduced (see Setting the joystick thrust on page 6-7). The Fore pivot button selects the fore part of the vessel as the rotation point in Joystick mode (see Selecting the vessel rotation point on page 6-8). The Centre pivot button selects the centre part of the vessel as the rotation point in Joystick mode (see Selecting the vessel rotation point on page 6-8). The Aft pivot button selects the aft part of the vessel as the rotation point in Joystick mode (see Selecting the vessel rotation point on page 6-8).
Fore pivot
Center pivot
Aft pivot
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User interface
Three-axis joystick
The three-axis joystick is automatically configured according to its orientation of the operator terminal relative to the vessel. This joystick is used to control the thrusters in all three axes (surge and sway axes) when they are selected for joystick control. To move the vessel in the surge and sway axes (alongships and athwartships directions), tilt the joystick. The direction in which the joystick is tilted determines the direction of applied thruster force, and the angle of tilt determines the amount of applied thruster force. To turn the vessel (the yaw axis), rotate the joystick. The direction in which the joystick is rotated determines the direction of the turning force setpoint, and the angle through which the joystick is rotated determines the amount of applied turning moment.
When the change heading function is active, the input wheel increases and decreases the heading setpoint. When a dialog is displayed, the input wheel selects (within the displayed dialog) the page or entry field that is to be in focus. It also changes the value of the entry field that is in focus (see Dialog navigation, and changing and entering parameter values and options on page 2-29 and Basic rules for dialogs on page 2-30). The input wheel also selects the display view that is to be shown in the view area of the colour display (see Selecting a display view on page 2-33). The Set heading button activates and terminates the change heading function. The -- (decrease) button activates the change heading function and decreases the heading setpoint when the change heading function is active. The + (increase) button activates the change heading function and increases the heading setpoint when the change heading function is active.
Enter
Cancel
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For further details concerning the change heading function, see Entering a new heading setpoint on page 11-3. The Enter button confirms and stores changed values and options in the displayed dialog (see Saving changed values and options on page 2-30). The Cancel button cancels changed values and options in the displayed dialog. It also closes the displayed input dialog (see Discarding changed values and options on page 2-30). The input wheel together with the Enter button is also used during panel dimming (see Panel dimming on page 5-3) and joystick calibration (see Joystick calibration on page 6-2).
Position button
This group comprises one button.
Change position
The Change position button, located in the below the Cancel button in the input wheel and button group (see Input wheel and buttons on page 2-8), displays and closes the Position Offset dialog (see Position Offset dialog on page 12-3).
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User interface
2.4
Display layout
The information shown on the colour display (see Figure 7) is divided into a number of predefined areas (see Figure 8).
Power area
Heading area
Position area
View area
Trend area
(CD3074)
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Display layout
Title bar
The title bar (see Figure 9) identifies the operator station, shows system status and shows the current date and time.
cPos Operator (application Station name) name Controller group
(CD3075)
Delivery name
Command group
Figure 9 Title bar When the operator station has command, the background colour of the Controller group/Command group field is yellow. In the example shown in Figure 9, the Controller group is Main: (the one to which the operator terminal is connected) and the Command group is Propulsion (which the system controls). When the Trainer is in use the Controller group changes to MainSimulator: and the flashing red/white text SIMULATING is displayed to the right of the Command group.
Message line
The message line (see Figure 10) shows the most recent Emergency, Alarm or Warning message that has not yet been acknowledged (see Presentation of messages on page 3-6).
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User interface
Figure 11 Sensor status area If a sensor, a position-reference system or the propulsion system is either disabled or not functioning correctly, a status indicator that changes colour followed by the type of the sensor, position-reference system, function is displayed. The colours shown by the Gyro, Wind, VRS, Spd GPS and Spd DOP status indicators are: Orange Measurements available, but are not being used. This may be because they are not being accepted by the system or they are not enabled. No measurements available.
Red
The Refs status indicator is only shown when the current system mode requires a position-reference and none are enabled and/or accepted by the system. The colours shown by the Refs status indicator are: Orange Red Grey Calibrating. Not enabled and/or not accepted. Not available.
The Thrust status indicator is only shown when one or more of the vessels three axis (surge sway or yaw) are under automatic control and the thrust being provided by the propulsion system is insufficient to maintain automatic control. The colours shown by the Thrust status indicator are: Orange Red Insufficient thrust in one axis. Insufficient thrust in two or all three axes.
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Display layout
Power area
The power area (see Figure 12) contains one or more vertical bargraphs that show the consumed power for each main bus as a percentage of the available power for that bus. In this case the available power is defined as the accumulated generator capacity feeding the bus.
Figure 12 Power area There will be a separate bargraph displayed for each main bus (A, B, C etc.). This means that the number of displayed bargraphs will be automatically adjusted to reflect the vessels current power bus configuration, i.e. when it changes due to bus tie breakers being opened and closed. The height of each bargraph is scaled to represent the generator capacity of the corresponding bus as shown in the example in Figure 12. In this case, Bus A has a larger generator capacity than Bus B. Each bargraph has a green bar and two predefined power consumption limits (one for warning and one for alarm) that are shown as dashed horizontal lines. If the lower (warning) limit (typically 60%) is exceeded the colour of the bar changes from green to orange. If the upper (alarm) limit (typically 80%) is exceeded the colour of the bar changes from orange to red.
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User interface
Heading area
The heading area (see Figure 13) shows numerical and graphical information relevant for manual and automatic heading control functions. This area is automatically arranged according to the current system state.
Figure 13 Heading area The vessel heading (either, as estimated by the Vessel Model or from the gyrocompass in use) is shown graphically against a rotating compass rose and as a numeric value. The heading setpoint is shown graphically on the compass rose as a vertical purple line. The left (pink) and right (pale green) arrows indicate the direction in which the vessel is turning; Port (left pink arrow) or Starboard (right pale green arrow). When the system is in Joystick mode (with or without automatic heading control selected), Auto Position mode, Track Line mode or Follow Target mode, the displayed vessel heading is as estimated by the Vessel Model. This is indicated by the text Model being shown under the right (pale green) arrow. When the system is in Autopilot mode and Track Line mode at high speeds, the displayed vessel heading is from the gyrocompass in use. This is indicated by the name of the gyrocompass being shown under the left (pale green) arrow. If no gyrocompasses are enabled, or the gyrocompass measurements are invalid, the vessel heading as estimated by the Vessel Model, based on the last known measured heading from the gyrocompass, is displayed. This is indicated by the colour of the numeric value for the vessel heading changing to red and the red text Model being shown under the right (pale green) arrow.
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Display layout
The vessels Rate Of Turn (ROT) is shown numerically in degrees per minute to port or starboard.
Joystick heading control
When the system is under joystick heading control in Joystick mode, the turning force setpoint and the resulting vessel response is shown by two, two-directional bars and a numeric value. The rotation of the joystick is indicated by the upwards pointing (purple) arrow. The turning force setpoint is indicated by the upper (purple) two-directional bar. The obtained turning moment is indicated by the lower (green) two-directional bar and the numeric value (in percent port or starboard). With full thrust selected, the range is 100% port to 100% starboard whereas with reduced thrust selected, the range is typically, 50% port to 50% starboard. When the system is under joystick heading control in Autopilot mode, the steering angle for each of the vessels rudders is shown by two, two-directional bars and a numeric value. The rudder steering angle setpoint is indicated by the upper (purple) two-directional bar. The obtained rudder steering angle is indicated by the lower (green) two-directional bar and the numeric value (in degrees port or starboard).
Automatic heading control
When automatic heading control is selected, the heading deviation and the turning direction is displayed. Heading deviation is indicated by a two-directional bar which represents the deviation from the heading setpoint. The colour of the bar changes in relation to the heading warning and alarm limits (if active): Green Orange Red Grey Within limits Warning limit exceeded Alarm limit exceeded No limits active
If the deviation exceeds the available display range (set by the alarm limit value), a white plus (+) sign is displayed in the bar. The heading deviation is defined as positive in the starboard direction and negative in the port direction, relative to the heading setpoint.
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User interface
An arrow shows whether the estimated heading is moving towards the heading setpoint (decreasing deviation) or away from the heading setpoint (increasing deviation). The colour of the arrow changes to pink for increasing deviation and to green for decreasing deviation. When heading warning and alarm limits are active, they are shown as solid orange and red lines. When inactive, they are shown as dashed orange and red lines and the colour of the two-directional, heading deviation bar changes to grey.
Position area
The position area (see Figure 14) shows numerical and graphical information relevant for manual and automatic position control functions. This area is automatically arranged according to the current system state, and the location and orientation of the operator panel on the vessel.
In Joystick mode, the joystick setpoint in surge/sway is shown graphically and numerically (by a set of four pairs of bars arranged in a cross formation). The joystick setpoint is indicated by the purple left or upper bar and shown as two percentage values (ahead or astern for surge and port or starboard for sway). The response to the joystick setpoint (feedback) is indicated by the green right or lower bar.
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Display layout
The tilt of the joystick is indicated by the filled purple circle with a white outline and dashed, purple, coordinate lines that are positioned relative to the centre of the cross formation (zero tilt).
Note
The joystick setpoint relative to the joystick tilt depends on the joystick thrust and the active joystick precision settings. When the joystick is in the zero position for the sway axis, 0% is displayed under the left-hand end of the sway bars. Similarly, when he joystick is in the zero position for the surge axis, 0% is displayed on the right-hand side, at the bottom end, of the surge bars. When the joystick is in the zero position for both the surge and sway axes, the tilt indicator (filled purple circle with a white outline) is positioned in the centre of the cross formation.
Mixed Joystick/Auto modes
In Mixed Joystick/Auto modes, the bars for the surge or sway axis in automatic control are replaced by a position deviation bargraph. The joystick setpoint and response for the axis in joystick control is indicated as described for Joystick mode on page 2-16. The direction of the joystick tilt in the axis under joystick control is indicated by the filled circle. Position deviation in the axis under automatic control is indicated by a single two-directional bar which represents the deviation from the position setpoint. The colour of the bar changes in relation to the position warning and alarm limits: Green Orange Red Grey Within limits Warning limit exceeded Alarm limit exceeded No limits active
If the deviation exceeds the available display range (set by the alarm limit value), a white plus (+) sign is displayed in the bar. If the deviation exceeds 999.9 metres (or the equivalent in feet), then ?? m (or ??? ft) is displayed. An arrow shows whether the estimated position is moving towards the position setpoint (decreasing deviation) or away from the position setpoint (increasing deviation). The colour of the arrow changes to pink for increasing deviation and to green for decreasing deviation.
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User interface
The deviation from the position setpoint is shown numerically, either at the side of the position deviation bar (for surge) or below the bar (for sway). When position warning and alarm limits are active, they are shown as solid orange and red lines. When inactive, they are shown as dashed orange and red lines and the colour of the two-directional, position deviation bar changes to grey.
Auto Position mode
In Auto Position mode, a position deviation symbol is displayed. The red line extending out from the centre of the symbol (on the north/south, east/west axes) indicates the direction of north. Position deviation is indicated by a filled circle whose radius represents the deviation from the position setpoint. The colour of the circle changes in relation to the position warning and alarm limits: Green within limits Orange warning limit exceeded Red alarm limit exceeded Grey No limits active If the deviation exceeds the available display range (set by the alarm limit value), a white plus (+) sign is displayed in the centre of the symbol. An arrow shows whether the estimated position is moving towards the position setpoint (decreasing deviation) or away from the position setpoint (increasing deviation). The colour of the arrow changes to pink for increasing deviation and to green for decreasing deviation. The location of the arrow symbol indicates the relative direction of the deviation. When position warning and alarm limits are active, they are shown as orange and red solid-line circles. When inactive, they are shown as orange and red dashed-line circles and the colour of the filled position-deviation circle changes to grey.
Autopilot mode
In Autopilot mode, the joystick setpoint and joystick response for the surge axis is indicated as described for the Joystick mode on page 2-16. The direction of the joystick tilt is indicated as described for the axis under joystick control in Mixed Joystick/Auto modes on page 2-17.
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Display layout
In Track Line mode, a cross track error symbol, which shows position deviation from the track line, is displayed. This position deviation (cross-track error) is indicated as described for the axis under automatic control in Mixed Joystick/Auto modes on page 2-17. If automatic surge control is disabled, the joystick setpoint and joystick response for the surge axis is indicated as described for the Joystick mode on page 2-16. The direction of the joystick tilt is indicated as described for the axis under joystick control in Mixed Joystick/Auto modes on page 2-17.
In Follow Target mode, a position deviation symbol, which shows the deviation from the position window relative to the target, is displayed. This deviation is indicated in the same way as described for position deviation in Auto Position mode on page 2-18.
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User interface
The dashed red line extending out from the centre of the static vessel symbol (on the north/south, east/west axes) indicates the direction of north. The colour-coding and the information shown by the dynamic force symbols is as follows: Green: Force Direction and magnitude of the thruster turning moment, and thruster force. Wind direction and magnitude. Sea current direction and magnitude.
Purple: Blue:
Wind Current
The direction and magnitude of the thruster turning moment is indicated by the green, two-directional bar located at the top of the area. The centre of this bar is relative to the fore/aft axis of the vessel. If the yaw axis is under automatic control and the thruster force being used to maintain the vessel on the wanted heading exceeds predefined limit values for percentage of available thruster force, the colour of the green, two-directional bar changes: Orange Red 60% to 80%. 80% to 100%.
The direction of the thruster force, relative to the fore/aft and port/starboard axes of the vessel is indicated by a green arrowhead that points out from the centre of the vessel symbol. The calculated magnitude of the thruster force is represented by the shape and size (width) of the green arrowhead. If the surge and/or sway axes are under automatic control and the thruster force being used to maintain the vessel at the wanted position in the selected axes exceeds predefined limit values for percentage of available thruster force, the colour of the arrowhead changes: Orange Red 60% to 80%. 80% to 100%.
The direction the wind comes from, relative to the fore/aft and port/starboard axes of the vessel is indicated by a rotating purple arrowhead with a black outline that points in towards the centre of the vessel symbol. The magnitude of the wind force is represented by the shape and size (width) of the purple arrowhead. The identification of the wind sensor in use is shown by the number following the purple text Wind.
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Display layout
If all wind sensors become unserviceable the last known valid wind sensor measurement is used. The identification number of the wind sensor in use is removed and the word Freeze (in red) is displayed under the text Wind. The direction the sea current comes from, relative to the fore/aft and port/starboard axes of the vessel is indicated by a rotating blue arrowhead with a black outline that points in towards the centre of the vessel symbol. The magnitude of the sea current force is represented by the shape and size (width) of the blue arrowhead. This current is not shown when the system is in Standby mode or Autopilot mode.
Figure 16 System operation area (Auto Position mode) Apart from vessel Speed (at the bottom of the area) the displayed information reflects the settings selected in the system mode setup dialogs. Main Mode The selected system main mode.
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User interface
Thruster Allocation The selected thruster allocation mode for azimuth thrusters. Mode This field is not shown in Standby mode. In Autopilot mode and Track Line mode at high speed, this field is replaced by a mode specific field. Controller Gain The selected controller gain level. This field is not shown in Standby mode. In Autopilot mode and Track Line mode at high speed, this field is replaced by a mode specific field. Wanted Speed The speed set for the wanted vessel speed. This field is not shown in Standby and Autopilot modes. Wanted ROT The Rate Of Turn set for change heading operations. This field is not shown in Standby mode. Speed The vessels speed in the fore/aft (surge) and port/starboard (sway) directions The background colour of these arrows in the port/starboard (sway) direction are colour-coded as follows: Pink: Pale green: Port/Astern Starboard/Ahead
In Joystick mode, the Controller Gain, Wanted Speed and Wanted ROT fields are only shown in Mixed Joystick/Auto modes. The Controller Gain field is only shown when automatic heading or position control is selected, i.e. at least one of the yaw, surge or sway axes is under automatic control. The Wanted Speed field is only shown when automatic stabilisation is selected, i.e. the surge and sway axes are both under automatic control. The Wanted ROT field is only shown when automatic heading control is selected, i.e. the yaw axis is under automatic control.
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Display layout
Autopilot mode
In Autopilot mode, the Steering Mode and the Steer Group fields are replaced by mode specific fields (see Figure 17).
Figure 17 System operation area (Autopilot mode) Main Mode This field is shown as unavailable when automatic heading control is not selected, i.e. the yaw axis is not under automatic control. If applicable, the selected autopilot steering mode, i.e. the vessel has two or more steering units (rudders and/or azimuth thrusters). If applicable, the selected autopilot steering group, i.e. the system is configured with two or more steering groups.
Track Line mode
Steering Mode
Steer Group
In Track Line mode at high speeds (default greater than 2 m/s), the Steering Mode and the Steer Group fields are replaced by mode specific fields (see Figure 18).
Figure 18 System operation area (Track Line mode) Steering Mode If applicable, selected track line steering mode, i.e. the vessel has two or more steering units (rudders and/or azimuth thrusters). If applicable, the selected track line steering group, i.e. the system is configured with two or more steering groups.
Steer Group
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User interface
Figure 19 Operational status area (Auto Position mode) Apart from the position-reference system performance plot (at the bottom of the area) the displayed information reflects the settings selected in the system mode setup dialogs. Rotation Point The selected vessel rotation point, either centre of gravity (CG) or operator defined (User Defined). If the rotation point is operator defined, the field text is changed from CG to User Defined and the location of the rotation point, relative to the centre of gravity of the vessel along the surge (x) and sway (y) axes, is displayed after the field text (see Figure 20).
Figure 20 Rotation Point field (User Defined rotation point) This field is not shown in Joystick and Autopilot modes.
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Display layout
This is the position-reference system performance plot. The range of the plot which is scaled automatically to suit the magnitude of the received position measurements, is shown in the top right-hand corner. The centre of the plot is the present vessel position. The red line extending out from the centre of the vessel symbol (on the north/south, east/west axes) indicates the direction of north. The large circle, whose radius equals the range shown in the top right-hand corner, is centred on the present vessel position. The colour-coded capital letters with and without circles around them represent measurements from the active (enabled and accepted) position-reference systems. A capital letter without a circle around it represents the last raw position measurement from a particular position-reference system. A capital letter with a circle around it represents the filtered position measurement from a particular position-reference system.
Standby mode
In Joystick mode the Rotation Point field is replaced by three joystick specific fields (see Figure 21).
Figure 21 Operational status area (Joystick mode) Joystick Rotation The selected joystick vessel rotation point. If the sway or yaw axis is placed under automatic control the Joystick Rotation field is replaced by the Rotation Point field. The active joystick precision.
Joystick Precision
Joystick Mode Shows if joystick wind compensation is enabled (ON) or Wind Compensation disabled (OFF). When wind compensation is enabled and one of the surge sway or yaw axes is placed under automatic control, MIXED is displayed in the field.
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User interface
Autopilot mode
In Autopilot mode the Rotation Point field and position-reference system performance plot are replaced by a joystick specific and four mode specific fields (see Figure 22).
Figure 22 Operational status area (Autopilot mode) Joystick Precision AutoPilot Weather Compensation The active joystick precision. Shows if autopilot weather compensation is turned on (enabled) or off (disabled).
AutoPilot Gain Level The controller gain level applied to the yaw axis for the autopilot control function. The Joystick Precision field is shown as unavailable, and the AutoPilot Weather Compensation, AutoPilot Auto Trim, AutoPilot Counter Rudder and AutoPilot Gain Level fields are not displayed if automatic heading control is not selected, i.e. the yaw axis is not under automatic control. AutoPilot Counter Rudder The gain set for the autopilot counter rudder function.
AutoPilot Auto Trim The gain set for the autopilot auto trim function.
Track Line mode
In Track Line mode at low speeds, provided that the surge axis is not under automatic control, a Joystick Precision field is shown directly below the Rotation Point field (see Figure 23).
Figure 23 Operational status area (Track Line mode at low speeds) Joystick Precision The active joystick precision.
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Display layout
In Track Line mode at high speeds, the Rotation Point field is replaced by three mode specific fields (see Figure 24).
Figure 24 Operational status area (Track Line mode at high speeds) AutoPilot Gain Level The controller gain level applied to the yaw axis for the track line high speed control function. AutoPilot Counter Rudder The gain set for the track line counter rudder function.
AutoPilot Auto Trim The gain set for the track line auto trim function.
Trend area
The trend area (see Figure 25) shows a short term history (2 minutes) of the standard deviation for each active (enabled and accepted) position-reference system.
Figure 25 Trend area The scale of the Y-axis is automatically adjusted to suit the magnitude of the standard deviations.
View area
The view area is used to show operator selectable display views (see Display views on page 2-32 and page 14-1).
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User interface
2.5
Dialogs
You can enter data into the system and select display views using setup and view dialogs. A dialog (see Figure 26) comprises a menu line with a separate page for each menu entry. The menu line lists the names of the pages available in the dialog and the displayed page depends upon which menu entry (page name) is selected. As such the dialog resembles a Microsoft Windows property sheet (dialog box with tabbed pages).
Menu line Page Parameter/ option name Page name
Displaying dialogs
Dialogs are opened and displayed, superimposed in a fixed location over the upper part of the system operation and operational status areas, by pressing dedicated setup and view buttons on the operator panel (see Views buttons on page 2-4, Dialog select buttons on page 2-5 and Operational mode buttons on page 2-6). If a dialog is being displayed when a setup or view button (other than the one that was used to open the displayed dialog) is pressed, the displayed dialog is closed.
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Dialogs
When a dialog is displayed, the name (in the menu line) of the page that is in focus (currently being displayed) has a yellow background. If a page is active, i.e. changes can be made to the parameters values and options in its entry fields, its name (in the menu line) has a dark grey background. When an entry field is in focus (selected) its background is steady yellow and when it is active, i.e. changes can be made to its content, its background flashes yellow. If an entry field is unavailable, for example, because it is dependent on the currently selected system mode, its background is grey. Option entry fields that contain two-state options (Yes/No or On/Off) which are critical for system operation have their background colour changed to green when their active option (Yes or On) is selected.
Dialog navigation, and changing and entering parameter values and options
Dialog navigation is performed using the input wheel, and parameter values and options are changed and entered into the system using the input wheel and the Enter button. To be able to operate within a dialog page and make changes to entry fields, the page and the entry field concerned have to be in focus and they also have to be active. When a dialog is displayed you change the focus from one page to another by rotating the input wheel. If you wish to make changes to a page, press the input wheel while its name is in focus (yellow background). The page becomes active (page name background changes from yellow to dark grey) and the first entry field in the page is put in focus (background changes to yellow). You can now move the focus from one entry field to the next by rotating the input wheel. If you wish to activate an entry field, press the input wheel while it is in focus (yellow background). The entry field becomes active (flashing yellow background) and the parameter value or option in the field can be changed by rotating the input wheel. When the required value or option has been selected, entry field activation is terminated (without moving the focus) by pressing the input wheel. An asterisk (*) is placed after the name of the parameter or option in the page, and after the name of the page in the menu line to indicate that a parameter value or option has been changed.
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User interface
Note
It is not possible to move the focus within a page when an entry field is active.
Saving changed values and options
The changed parameter values and options are saved and the asterisks (*) after the name of all changed parameters and options, and after the name of the page in the menu line are removed.
Note
To discard any changed parameter values and options, and close a dialog, press the Cancel button.
Closing dialogs
A dialog can be closed by: Pressing the Cancel button. Pressing the same button that was used to open it. Pressing any other dialog button. If the Enter button has not been pressed, prior to performing one of the above, the dialog will be closed and all changes discarded.
Note
Changing mode when a dialog is open will cause the dialog to close.
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Dialogs
Pressing the input wheel when an entry field is in focus: Makes the field active for changes. Pressing the input wheel when an entry field is active: De-activates the field and returns it to in focus. Pressing the input wheel twice when an entry field in a multi-page dialog is active: De-activates the field and returns the page to in focus (this assists fast activation of the next page). Rotating the input wheel clockwise: Moves the focus to the next page name, moves the focus to the next entry field or increases the value in an entry field. Rotating the input wheel counter-clockwise: Moves the focus to the previous page name, moves the focus to the previous entry field or decreases the value in an entry field. Page name followed by an asterisk (*): One or more parameter values and/or options within the page have been changed but not saved. Parameter or option name followed by an asterisk (*): The parameter value or option has been changed but not saved. Pressing the Enter button: Saves and makes all changed parameter values and/or options in all pages effective, and removes all asterisk indications (the currently active page and entry field both remain active). Pressing the Cancel button: Resets any changed parameter values and/or options in all pages with asterisk indications, removes the asterisk indications and closes the dialog. Pressing any dialog button when a dialog is displayed: Closes the dialog and discards all changes. When a dialog page is made active: The entry field that was in focus the last time the page was active becomes the field in focus. When a dialog is with only one page is displayed: The page is automatically made active and the first entry field is automatically put in focus.
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User interface
2.6
Display views
Display views present you with information about (and related to) the operation of the system.
Available views
The following display views are available (in alphabetic order): Position Plot view (see page 14-2). Shows the vessels position and heading. Position-reference Sytem view (see page 14-9). Shows the status for each position-reference system. Power Consumption view (see page 14-11). Shows available power for each main bus in numerical form, and also consumed power for each main bus both in numerical and graphical form. Sensor view (see page 14-13). Shows the performance and state of some subset of the vessels sensors, such as gyrocompasses, wind sensors and vertical reference sensors.
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Display views
Setpoint/Feedback view (see page 14-15). The Setpoint/Feedback view shows setpoint and feedback data for all the thrusters. Thruster view (see page 14-17). Shows how the system is using the available thrusters to provide the required thrust setpoint.
Selections within this dialog have immediate effect and do not require the input wheel or Apply button to be pressed. To select and display a display view, proceed as follows: 1 2 Press the Views button. - The Views dialog is displayed. Rotate the input wheel to move the focus to the required display view name. - The selected display view (i.e. the one that has its name in focus) is shown in the view area of the colour display. Close the Views dialog by pressing the input wheel, Enter button, Cancel button or Views button.
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User interface
Figure 28 View Control dialog - Position Plot view For further details concerning specific View Control dialogs, refer to the corresponding display view section (see Display Views on page 14-1). If the View control button is pressed for a display view that doesnt have a View Control dialog, the following operator advice message (see Operator advice messages on page 3-13) is displayed.
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3 MESSAGE SYSTEM
This Chapter contains the following sections: 3.1 3.2 3.3 3.4 3.5 3.6 3.7 3.8 3.9 System diagnostics Operational checks Types of message Presentation of messages Acknowledging messages Alarm indicator Messages on the printer Operator advice messages Critical system messages
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Message system
3.1
System diagnostics
The following methods are used for fault detection: Built-In System Test (BIST) that performs a comprehensive system test at power-on. Built-In Test Equipment (BITE) that continually checks for internal system faults when the system is running. Additional self-checking facilities for system components such as I/O cards. Supervision of the controller computer fan and temperature. Comparison of data with preset maximum and minimum limits. Consistency checking of input measurements (e.g. input from triangular potentiometer). Supervision of serial lines (e.g. Timeout, baud rate, framing error, checksum and format). Any faults are reported.
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Operational checks
3.2
Operational checks
The following checks are continuously carried out during system operation: Detection of possible degraded performance of the system (e.g. thruster not ready, insufficient thrust, demand reduced by blackout prevention, position out of limits, etc.). Logical checking of information (e.g. taut wire, difference between measured and expected wire length). Comparison of data with preset maximum and minimum limits. Comparison of received data with expected values calculated by the mathematical model. Comparison of thruster setpoint and feedback signals. Discrepancies exceeding preset limits are handled as a fault. Consistency checking between similar sensors, both with respect to interface and sensor failures. Detected faults, discrepancies and advice are reported to the operator, enabling the appropriate operational actions to be taken and, if necessary, initiation of relevant repair procedures.
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Message system
3.3
Types of message
There are four categories for messages, depending on their severity: Emergency messages Emergency messages are generated in response to critical system faults such as over-temperature or power supply failure. All Emergency messages must be critically examined to determine their cause and effect. Alarm messages Alarm messages are generated when conditions are detected that critically affect the capability or performance of the system (such as a system fault or a defined alarm limit exceeded). All Alarm messages must be critically examined to determine their cause and effect. Warning messages Warning messages inform you of the occurrence of conditions in the system that, if ignored, could result in unwanted system response or eventual failure (such as incorrect operator actions, intermittent position-reference system data or a defined warning limit exceeded). Information messages Information messages inform you of conditions that are noteworthy, but that have no serious effect on the performance of the system. Emergency and Alarm messages are accompanied by an audible alarm which continues until you acknowledge the message. There are no audible alarms associated with Warning or Information messages. Emergency, Alarm and Warning messages are accompanied by the red alarm indicator above the Alarm ack. button flashing. This indicator continues to flash until all active Emergency, Alarm and Warning messages have been acknowledged. Information messages are only displayed in the Event List window (see Presentation of messages on page 3-6).
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Types of message
If the system tests do not report the same message within a timeout period (usually 20 seconds), the message becomes inactive. Inactive Emergency, Warning and Alarm messages must be acknowledged before they are removed from the Message Line and the Event List window (see Presentation of messages on page 3-6). Inactive information messages are automatically removed from the Event List window.
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Message system
3.4
Presentation of messages
System messages are colour coded in the following way: Emergency messages are displayed on magenta background. Alarm messages are displayed on red background. Warning messages are displayed on yellow background. Information messages are displayed on grey background. The messages are presented in two different displays: The Message line (see Figure 30), always shows the most recent Emergency, Alarm or Warning message that has not yet been acknowledged.
Figure 30 Message line The Event List window (see Figure 31) contains a list of all the currently active system messages. To display the Event List window, press the Alarm view button.
Note
When this window is displayed, it covers the System operation, Operational status, Trend and View areas of the colour display.
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Presentation of messages
(First column)
Identifies the acknowledge status of the message: An asterisk (*) with its background colour flashing is displayed for an unacknowledged message that is in a command group over which the operator station has control. A vertical bar (|) is displayed for an unacknowledged message that is in a command group over which the operator station does not have control. An empty (blank) space in any other situation.
Originator
Identifies the originator (source) of the message: cJoy-OT# WT# cPos-OS# DpMain DpM_Sim DpBackup Equipment cJoy Operator Terminal cJoy Wing Terminal cPos Operator Station Main cPos controller computer Main cPos Simulator Backup cPos controller computer Equipment monitoring system
Member
Members of the originator of the message (not relevant when the originator is an operator station or terminal, or a controller group with only one member). If the message is from a controller computer, this column will contain one of the following: A The message was reported by the controller. The message was reported by the controller and is now inactive (but not acknowledged).
Identifies the originator (source) of system events (e.g. Command Control and Equipment). Time when the message was first reported (hour:minute:second). The priority of the message: A W I E Alarm Warning Information Emergency
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Message system
State
The event state for the message: HS High Scale (above the maximum measurement range value) High Normal (indicates that the alarm or warning condition is no longer present) Low Low Low Low Scale (below the minimum measurement range value) Active digital alarm
Message text. Additional information. Up to three blocks of additional data may be included in the message. The meaning of this additional data varies for each message. For further further information concerning the meaning of this additional information, refer to the message explanations in Appendix A at the end of this manual.
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Acknowledging messages
3.5
Acknowledging messages
You can either acknowledge the message currently being displayed in the Message line or all messages that are currently visible in the Event List window. When a message has been acknowledged, and the message is reported as inactive by the controller computer, it is removed from the message list. If this results in gaps in the list displayed in the Event List window, you can remove these gaps by closing and then re-displaying the Event List window. You acknowledge messages by pressing the Alarm ack. button.
Message line
To acknowledge the unacknowledged message currently being shown in the Message line, press the Alarm ack. button. The message is removed from the Message line and either replaced by the next most recent active message or, if all the active messages have been acknowledged, the Message line is left empty.
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3-9
Message system
Silence button
You can press the Silence button at any time to silence the audible alarm (without acknowledging the Emergency or Alarm message that caused it). The audible alarm will sound again if another Emergency or Alarm message is reported. An audible alarm can normally be silenced from any of the operator stations in question. However, system alarms can only be silenced from the originating operator station. For example, when an operator station becomes not communicational other operator stations may detect the situation and notify it by means of an audible alarm. The audible alarm must be silenced on every operator station that notifies the situation.
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Alarm indicator
3.6
Alarm indicator
This red alarm indicator above the Alarm ack. button flashes in response to a software-generated alarm or warning from the operator terminal computer initiated by an operational alarm or warning condition; for example, heading or position deviation beyond limits or sensor error. These alarms are generated by the controller computer or another alarm originator (such as the equipment monitoring system) and do not indicate failures in the operator station hardware. A flashing alarm indicator shows that unacknowledged warnings and/or alarms are active. A continuously lit alarm indicator shows that all warnings and/or alarms have been acknowledged but are still active. The alarm indicator will extinguish three seconds after the last warning or alarm status has been removed.
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Message system
3.7
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3.8
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3-13
Message system
3.9
Controller response
If there is no response from the controller computer, e.g. communication with the controller is lost or it has a major hardware failure, the critical system message No network response from Controller (see Figure 33) is displayed.
Figure 33 Critical system message - No network response from Controller It is normal for this message to be displayed when the system is being started or restarted after the controller has been switched off, e.g. for servicing. Assuming that the controller is serviceable, this message will be replaced by the message The Controller is now responding (see Figure 34) when the system has been restarted and the operator station establishes communication with the controller.
Figure 34 Critical system message - The Controller is now responding After a preset time limit (when the Countdown: value reaches zero) this message is removed from the colour display. If the No network response from Controller message is not replaced by the The Controller is now responding message within 2 minutes, then try to solve the problem using the fault finding flowchart in the cPos Maintenance Manual. If this fails to find the cause of the problem, contact the Kongsberg Maritime Customer Support department for help.
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Software inconsistency
If a software inconsistency occurs, due to an unauthorised change of the parameters in a software configuration file or, for some reason the software has become corrupted, a critical system message is displayed.
Note
Normally this message will not be displayed. Depending on the cause of the inconsistency, this message has two levels of severity (see Figure 35 and Figure 36).
Figure 36 Critical system message - Alarm: Inconsistent system parameters If either of these messages are displayed, it may be unsafe to continue using the system. Therefore, depending upon your system configuration, it is recommended to do one of the following. If your system has only one operator station, place the system in Standby mode (or shut it down) and then contact the Kongsberg Maritime Customer Support department for help. If your system has more that one operator station and/or terminal, transfer command to another operator station or terminal and then contact the Kongsberg Maritime Customer Support department for help.
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4 STARTING OPERATIONS
This Chapter contains the following sections: 4.1 4.2 System start-up and shut-down Command transfer
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4-1
Starting operations
4.1
1 2 3 4
Display the General Setup dialog - Reset page. Move the focus to the cPos-OS1 Action entry field. Activate the cPos-OS1 Action entry field and change the option to Shutdown. De-activate the cPos-OS1 Action entry field and the press the Enter button. - The option show in the cPos-OS1 Action entry field reverts back to default (None). - The cPos application software is shut down. - When the cPos application software has been shut down, the operator station computer, operating system is shut down and the operator station computer switched off.
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Command transfer
4.2
Command transfer
Depending on the system configuration, more than one operator station and remote terminal can be connected simultaneously to one controller group. For example, the Main controller group (which in turn controls the vessels propulsion system), can be controlled from an operator station or a remote operator terminal. All the available information about the propulsion system is available at all the connected operator stations and remote terminals, but only one operator station or remote terminal can be in command at any time. All operator stations and operator terminals have Take and Give buttons whereas wing terminals only have Take buttons. At the operator station, operator terminal or wing terminal that has command, the Take button status indicator is lit. If an operator station, operator terminal is in command, then Propulsion is displayed in the Title bar on the colour display. There are two methods for transferring command between operator stations and remote terminals: Take Command Give Command (not possible at a wing terminal) The system command configuration determines whether or not the Take Command method can be used. The Take and Give actions apply only for the controller group to which the operator station or remote terminal is connected.
Taking command
To take command of the system at an operator station or remote terminal, press the Take button twice within four seconds. The Take button status indicator starts to flash and then becomes continuously lit when the operator station or terminal has taken command.
Giving command
To give command of the system from an operator station to a remote terminal, or from an operator terminal to an operator station or wing terminal, proceed as follows:
Note
At the operator station or terminal in command, the Take button status indicator will be continuously lit. At all other operator stations and remote terminals, the Take button status indicator and (if applicable) the Give button status indicator will not be lit.
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4-3
Starting operations
At the operator station or terminal that has command, press the Give button. - The audible alarm sounds and the Take button status indicator starts to flash. - At all other operator stations and remote terminals, the audible alarm sounds and the Take button status indicator starts to flash. At the operator station or remote terminal where command is to be given, press the Take button twice within four seconds. - Command is transferred to the operator station or remote terminal, the audible alarm is silenced (at all operator stations and remote terminals) and the Take button status indicator becomes continuously lit. - At the operator station or terminal from which command was given, the Take button status indicator stops flashing and becomes unlit.
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5-1
5.1
Panel test
The buttons, indicators and audible alarm on the operator panel can be tested by means of the panel test function.
Note
System operation is blocked when the panel test is enabled. It is therefore recommended to test the panel in Standby mode or before taking command at the operator station. The panel test is automatically terminated if no buttons are pressed within a preset time limit. To perform the panel test, proceed as follows: 1 Press the Test button. - The panel test function is enabled. - All the button status indicators flash green/red. - The audible alarm sounds. - The operation indicator flashes green/red. Press the Silence button to stop the audible alarm. Press each button (except for Test), one at a time. - If applicable, the status indicator associated with the pressed button is extinguished. To terminate the panel test, press the Test button. - The panel test function is terminated. - The operation indicator changes to continuously lit green.
2 3
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Panel dimming
5.2
Panel dimming
The operator panel stores two palettes for the colour display, one for day operation and the other for night operation. Both of these palettes contain parameters whose level values adjust the brightness of the button status indicators, the intensity of the button background lighting and the volume of the alarm horn. The parameter values for these palettes are changed by means of the Panel dimming function.
Note
System operation is blocked when the panel dimming function is enabled. If a button not used by the panel dimming function is pressed (i.e. all buttons except for +, - and Enter) when the function is enabled, the function is automatically terminated. The panel dimming function is also automatically terminated if no buttons are pressed within a preset time limit. Toggling between day and night settings is performed by means of the Day/night button (see Day and night palettes on page 5-5). To perform panel dimming for the currently selected palette (day or night), proceed as follows:
Note
Use the + (increase) and - (decrease) buttons to adjust level values and use the Enter button to navigate down to the next setting. Any adjustments made with the + (increase) and (decrease) buttons take effect immediately. 1 Press the Dim button. - The panel dimming function is enabled. - The operation indicator starts flashing green/red. - The Dim Settings dialog, with the Button Indicator bargraph selected (green level indicator), is displayed in the centre of the colour display.
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Press the Enter button. - The level indicator of the Button Indicator bargraph changes back to grey. - The Button Backlight bargraph is selected (green level indicator).
4 5
Adjust the intensity level of the button background lighting as required. Press the Enter button. - The level indicator of the Button Backlight bargraph changes to grey. - The Volume bargraph is selected (green level indicator).
6 7
Adjust the volume level of the audible alarm horn as required. Press the Enter button. - The panel dimming function is terminated. - The Dim Settings dialog is closed. - The level indicator in the Volume bargraph changes to grey (not visible until next time the the Panel Settings dialog is opened and displayed). - The operation indicator changes to continuously lit green.
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5.3
Note
The night palette is configured as default. To change (toggle) the day and night palettes, press the Day/night button. The palettes are toggled (from day to night or from night to day) and applied to the operator panel.
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5.4
System status
You can view the operational status of the system hardware, i.e. all configured operator stations, printers and controllers.
Figure 37 General Setup dialog - Status page For full details concerning the operation and use of dialogs, see Dialogs on page 2-28. Station The station name (i.e. station type and number): cPos-OS# printer# cJoy-OT# WT# cPos Operator Station cPos system printer cJoy Operator Terminal cJoy Wing Terminal
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System status
DpPs# DpHs#
Dynamic Positioning Process Station (Controller) Dynamic Positioning History Station (SDP Recorder)
If a warning or alarm condition occurs, the background of this field changes colour and starts to flash. It continues to flash until the applicable warning or alarm is acknowledged. When no warning or alarm conditions are active, the background colour of the field is white. Status The current operational status of the station: Not Reported Booting Rebooting Halt Operational Not Communicational Stopped Error Reported Master No status has been reported. Booting (loading configuration). Rebooting due to an error. Stopped due to an error. Operating normally. A status has been reported, but communication is not possible. Not switched on.
The number of detected errors in the station. The time stamp of the last communication with the station (hour:minute:second). Not used.
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5.5
Figure 38 General Setup dialog - Misc page For full details concerning the operation and use of dialogs, see Dialogs on page 2-28. Hour Min Sec Day Month Year Units Allows you to change the system time. Allows you to change the system date. See Display units on page 5-9.
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Display units
5.6
Display units
You can select the type of display units (metric or imperial) that are to be used in display views and for the parameter values in the dialogs.
Figure 39 General Setup dialog - Misc page For full details concerning the operation and use of dialogs, see Dialogs on page 2-28. Hour Min Sec Day Month Year Units See System date and time on page 5-8. Allows you to select the type of units (Modified Metric, Metric Units or Imperial Units) that are to be used in display views and dialogs. Modified Metric is basically the same as Metric Units except that all speed values are in nautical miles per hour (kts), not metres per second (m/s).
Note
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5.7
Figure 40 General Setup dialog - Info page For full details concerning the operation and use of dialogs, see Dialogs on page 2-28.
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5.8
Caution
Before attempting to reset either of these two computers, you must ensure that: The system is in Standby mode and does not have control of the vessels propulsion system, i.e. none of the thrusters and propulsion units are enabled. The Manual/DP selector switch is not set to DP, i.e. it is set to Manual (or its equivalent).
Figure 41 General Setup dialog - Reset page For full details concerning the operation and use of dialogs, see Dialogs on page 2-28.
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Controller A Action Allows you to reset the corresponding controller computer. If the reset option (ReStart) is selected and activated the controller computer is shut down and then restarted automatically. When the ReStart option is activated the Controller A Action entry field reverts back to default (None). When the controller computer is restarted, the critical system message No network response from Controller followed by the message The Controller is now responding will be displayed (see Controller response on page 3-14). cPos-OS1 Action Allows you to shut down and reset the operator station computer. If the shut down option (Shutdown) is activated, the application software and computer operating system is shut down in a controlled manner, and the operator station computer switched off. When the Shutdown option is activated the cPos-OS1 Action entry field reverts back to default (None). If the reset option (ReStart) is activated, the application software and computer operating system is shut down in a controlled manner, the operator station computer is shut down and then restarted automatically, and the application software is reloaded. When the ReStart option is activated the cPos-OS1 Action entry field reverts back to default (None).
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5.9
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Figure 42 Auto Setup dialog - Control page For full details concerning the operation and use of dialogs, see Dialogs on page 2-28. Thruster Alloc Speed Rate Of Turn Gain Level See Auto Setup dialog - Control page on page 9-4. See Auto Setup dialog - Control page on page 12-8. See Auto Setup dialog - Control page on page 11-5. Allows you to select the controller gain level (Low, Medium or High) for the automatic heading and automatic position control functions. This entry field is unavailable (without an option shown, i.e. --------) in Autopilot mode.
In Autopilot mode, the controller gain level is selected using the Steer page of the Pilot Setup dialog (see Steer page on page 10-13).
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In all modes, the heading limits are inhibited until a requested change in heading is completed.
In all modes, the position limits are inhibited until a requested change in position is completed.
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Figure 43 Auto Setup dialog - Limits page For full details concerning the operation and use of dialogs, see Dialogs on page 2-28.
Note
The value of the heading alarm limit defines the range of the heading deviation shown in the heading area of the colour display (see Automatic heading control on page 2-15). The value of the position alarm limit defines the range of the position deviation display shown in the Position area of the colour display (see Mixed Auto/Joystick modes on page 2-17 and Auto Position mode on page 2-18).
Active Limit
Allows you to turn on (Yes) or turn off (No) a warning or alarm limit. Allows you to set the value of a warning or alarm limit. Heading Limits (Warning and Alarm): Within the configured range the value can be increased and decreased in 0.5 degree steps. Position Limits (Warning and Alarm): Within the configured range the value can be increased and decreased in 1 metre or 1 foot steps.
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Figure 44 Auto Setup dialog - Rotation page For full details concerning the operation and use of dialogs, see Dialogs on page 2-28.
Note
When the vessels rotation point is set to a position other than CG and the speed setpoint at the same time is set to zero, it will not be possible to perform a change of heading. Allows you to select a predefined rotation point (CG) or a user defined rotation point (User Defined). When a predefined rotation point is selected, its coordinates are displayed (as unavailable) in the Surge and Sway entry fields. All coordinates are measured from the centre of gravity of the vessel in the fore/aft (surge) and port/starboard (sway) axes.
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Alternatively, if User Defined is selected, the coordinates of the required rotation point can be entered directly in the Surge and Sway entry fields. In Use The Surge and Sway status fields show the coordinates of the currently-active rotation point.
Additional information
When automatic position control is active, the rotation point can only be changed when the vessel is on the present heading and at the present position (the status indicators above the Present heading and Present position buttons continuously lit). In Auto Position and Follow Target modes, the position of the currently-active rotation point is shown in the operational status area (see Operational status area on page 2-24).
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6 JOYSTICK
This Chapter contains the following sections: 6.1 6.2 6.3 6.4 Joystick calibration Joystick settings Setting the joystick thrust Selecting the vessel rotation point
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6-1
Joystick
6.1
Joystick calibration
The operator panel stores a set of parameters for the joystick calibration that can be updated at any time by means of the Joystick calibration function, provided that; the operator station is not in command of the system or, if the operator station is in command of the system, Standby mode is selected.
Note
If a button not used by the joystick calibration function is pressed (i.e. all buttons except for Enter) when the function is enabled, the function is automatically terminated without saving any calibration data. The joystick calibration function is also automatically terminated if the joystick is not moved or no buttons are pressed within a preset time limit. To calibrate the joystick, proceed as follows: 1 Press, within 10 seconds, the Full thrust, Auto sway Joystick and Aft pivot buttons in the sequence listed. - The Joystick calibration function is enabled. - The operation indicator starts flashing green/red. - The Joystick Calibration dialog is displayed in the centre of the colour display.
Set the joystick to the centre (zero input) position and then press the Enter button. - The following indicators are displayed on the Joystick Calibration dialog: * A red, joystick rotation reference line at the top of the vertical (X) axis. * A red, joystick movement, reference cross in the centre of the vertical and horizontal (X/Y) axes. * Black maximum movement lines at the ends of the vertical and horizontal (X/Y) axes.
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Joystick calibration
Move the joystick to the maximum in the forwards and backwards direction (X), then in the left and right direction (Y) and then in the clockwise and counter-clockwise rotate direction (Z). - The movement of the joystick in the X and Y directions is indicated by horizontal and vertical lines in each quadrant of the Joystick Calibration dialog. - The rotation of the joystick in the Z direction is indicated by a semicircle in upper two quadrants of the Joystick Calibration dialog.
- The current position of the joystick (with respect to the centre position) is indicated by a black cross. - The current direction and amount by which the joystick has been rotated (with respect to the centre position) is indicated by a black line within the semicircle. 4 Press the Enter button. - The joystick is calibrated. - The joystick calibration function is disabled and calibration terminated. - The Joystick Calibration dialog is closed. - The operation indicator changes to continuously lit green. Check the joystick is functioning correctly by comparing: a The rotation of the joystick with the movement of the joystick rotation indicator (upwards pointing arrow on the upper two-directional bar) in the Heading area (see Joystick heading control on page 2-15). b The tilt of the joystick with the movement of the joystick tilt indicator (filled purple circle with a white outline and purple dashed coordinate lines) in the Position area (see Joystick mode on page 2-16).
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Joystick
Additional information
Calibration of the joystick ensures that a certain deflection of the joystick corresponds to a specific thruster power depending upon the selected thrust, e.g. Full or Reduced. It is necessary to calibrate the joystick when: New hardware has been installed or parts of the hardware (for example the operator panel) have been changed. New software has been installed or the software has been re-installed from a CD.
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Joystick settings
6.2
Joystick settings
You can enable and disable joystick wind compensation.
Figure 45 Auto Setup dialog - Joystick page For full details concerning the operation and use of dialogs, see Dialogs on page 2-28. Wind Comp Allows you to enable (On) or disable (Off) joystick wind compensation, provided that at least one wind sensor is enabled. Joystick control can be combined with wind compensation in each of the three axes. The system then automatically compensates for the wind forces acting on the vessel by providing the thrusters with the necessary extra thrust in the appropriate direction. When position-reference system measurements are available the system will calculate the unknown forces, including sea current and wave forces, which are acting on the vessel (collectively referred to as current). The system performs automatic compensation for these forces. Wind compensation is always performed when enabled, but the compensation due to current forces is zero if no positionreference system has been enabled and accepted.
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Joystick
If wind compensation is enabled and one of the surge sway or yaw axes is placed under automatic control, the text Mixed is displayed in the Wind Comp entry field. The Wind Comp entry field, which is only available in Joystick mode, becomes unavailable (in Joystick mode) when both the surge and sway axes are placed under automatic control.
Additional information
In Joystick mode, the active joystick precision and enabled/disabled state of the joystick mode wind compensation is displayed in the operational status area of the colour display (see Joystick mode on page 2-25).
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6.3
50
0
(CD3038)
Figure 46 Joystick movement for Full and Reduced thrust To change the joystick thrust, press the Full thrust button twice within four seconds. The status indicator above the Full thrust button is continuously lit when full thrust is selected and unlit when reduced thrust is selected.
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Joystick
6.4
Note
In Joystick mode the vessel will not pivot accurately around the selected rotation point, since the system will not use information from position-reference systems for the axis in joystick control. For example, when manoeuvring alongside a quay which lies to starboard, you may want to move the stern of the vessel in towards the quay without the bow moving out, while at the same time applying a small thrust to starboard. This would be difficult when using the centre part of the vessel as the rotation point. By selecting the fore part of the vessel as the rotation point, you can easily use the joystick both to turn the vessel counter-clockwise about the bow and to move the vessel to starboard as illustrated in Figure 47.
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Before you can define a new rotation point for joystick manoeuvring, the following conditions must be satisfied: The system must be in Joystick mode. Both the yaw and sway axes must be under joystick control. The surge axis can be under either joystick or automatic control. A suitable configuration of thrusters must be enabled. For example, if you want the vessel to rotate about the aft part of the vessel, there must be at least one thruster enabled forward of the vessel centre. If any of these conditions are not satisfied when you attempt to select a manual rotation point, a message is displayed, for example: Manual rotation point not possible Additional information displayed with this message explains the reason for the message.
Note
If any of the conditions requiring the use of a rotation point at the fore or aft part of the vessel cease to apply, the rotation point is automatically changed to the centre part of the vessel. To change the vessel rotation point, proceed as follows: 1 2 Verify that the system is in Joystick mode with the yaw and sway axis under joystick control. Verify that a suitable configuration of thrusters is enabled. - For example, if you want the vessel to rotate about the aft part of the vessel, there must be at least one thruster enabled in the fore section. Press the required Fore pivot, Centre pivot or Aft pivot button twice within four seconds. - The corresponding button status indicator starts to flash and then becomes continuously lit when the new rotation point is selected.
Additional information
In Joystick mode, the selected joystick rotation point is displayed in the operational status area of the colour display.
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7 SENSORS
This Chapter contains the following sections: 7.1 7.2 7.3 7.4 Gyrocompasses Wind sensors Vertical reference sensors Speed sensors
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Sensors
7.1
Gyrocompasses
At least one gyrocompass should be enabled at all times to provide heading information to the system for automatic control of heading.
Figure 48 Sensors dialog - Gyro page For full details concerning the operation and use of dialogs, see Dialogs on page 2-28. Gyro Ready The identification of each gyrocompass. Shows if a gyrocompass is available for use by the system. Green Available Red Not available Allows you to enable (On) and disable (Off) the signals from a selected gyrocompass which must be available for use (green Ready indicator) before it can be enabled. The system will automatically disable gyrocompasses that are not available for use (red Ready indicator). Shows which gyrocompass is being used by the system to calculate the vessels heading.
Enable
Used
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Gyrocompasses
Preference
Allows you to select which gyrocompass (1, 2 or 3) is preferred for use by the system.
In the event of a Gyro prediction error, you should always check the values from the gyrocompasses on the Sensors view and compare with an alternative source of heading information to confirm which gyrocompass is faulty. When three gyrocompasses are enabled, the system will normally use the preferred gyrocompass. If the difference between the measurement from one of the gyrocompasses and the median value exceeds a predefined limit, the measurements from this gyrocompass are rejected and an alarm will be given. If necessary, the system will change to another gyrocompass.
Faulty gyrocompasses
If measurements from a gyrocompass are not accepted by the system, a message is given with information about the failure. The message may define the faulty compass directly, for example: Gyro 1 not ready
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Sensors
Alternatively, it may indicate only that there is a difference between the measurements from the available gyrocompasses. In the latter case, you must try to find the faulty compass by comparing the received measurements with an alternative source of heading information. In the following examples it is assumed that two gyrocompasses are available, that both gyrocompasses are enabled and that Gyro 1 is in use: If there is a failure on Gyro 2 (the gyrocompass that is not in use), disable the signals from Gyro 2 and rectify the fault. If a fault is detected on Gyro 1 (the gyrocompass that is in use), the system will switch to Gyro 2 automatically if Gyro 2 is enabled. Disable the signals from Gyro 1 and rectify the fault. If there is a failure on a gyrocompass and the system cannot detect which compass is faulty, for example: Gyro difference If a gyrocompass is thought to be faulty, perform the following: 1 Check the measured values from the gyrocompasses on the Sensors view and use an alternative compass to find which gyrocompass is faulty. Disable the faulty gyrocompass and rectify the fault.
Heading dropout
If the vessel heading that is estimated by the Vessel Model differs significantly from the measured vessel heading, the following message is displayed: Heading prediction error If this continues for more than two seconds, the system will assume that the information from the gyrocompasses is unreliable and will stop updating the Vessel Model with the measured heading. In this situation the following alarm message is displayed: Heading dropout The same alarm will occur if no gyrocompasses are enabled, or if there is a total gyrocompass malfunction. It is not possible to operate with automatic heading or position control in a Heading dropout situation.
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Gyrocompasses
Go to Standby mode to reset the estimated heading from the Vessel Model to the measured gyrocompass heading. Check that the gyrocompasses are ready, whether the readings are drifting or if other error messages indicate interface errors.
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Sensors
7.2
Wind sensors
At least one wind sensor should be enabled at all times to provide the system with wind speed and direction information. Normally, input from all the available wind sensor will be enabled. The system then receives and compares the signals from the sensors, but only uses one of them to calculate the wind force acting on the vessel. The raw measurements of wind speed and direction are filtered internally (using a Kalman filter with both low and high frequency parts), to estimate the most reasonable speed and direction values to be used by the system. You can define which wind sensor is preferred for use by the system. If no errors are detected in the wind sensor measurements, the system will always use the operator-preferred sensor.
Figure 49 Sensors dialog - Wind page For full details concerning the operation and use of dialogs, see Dialogs on page 2-28.
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Wind sensors
Wind Ready
The identification of each wind sensor. Shows if a wind sensor is available for use by the system. Green Red Available Not available
Enable
Allows you to enable (On) and disable (Off) the signals from a selected wind sensor which must be available for use (green Ready indicator) before it can be enabled. Shows which wind sensor is being used to by the system to calculate the wind forces acting on the vessel. Allows you to select which wind sensor (1, 2 or 3) is preferred for use by the system.
Used Preference
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7-7
Sensors
In the following examples it is assumed that two wind sensors are available, both sensors are enabled and Wind 1 is in use: If there is a failure on Wind 2 (the sensor that is not in use), disable the signals from Wind 2 and rectify the fault. If a fault is detected on Wind 1 (the sensor that is in use), the system will switch to Wind 2 automatically. Disable the signals from Wind 1 and rectify the fault. If there is a failure on a wind sensor and the system cannot detect which sensor is faulty; for example: Wind difference If a wind sensor is thought to be faulty, perform the following: 1 Check the measured values from the wind sensors on the Sensors view and use an alternative source of wind information to find which sensor is faulty. Disable the faulty sensor and rectify the fault.
A wind measurement will be influenced by the location of the sensor. Differences in measurements can arise naturally. It is important to use the sensor that is most representative for the wind forces acting on the vessel.
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Wind sensors
In order to adapt quickly to dynamic change in wind, the input data to the test is the difference between new measurements, and low pass filtered speed data with a small time constant (5 seconds). The filter is reset on three different conditions: Continuously reset in Standby mode. When the sensor Enable changes from Off to On. If there is a long time (5 minutes) since a Ready signal was received from the wind sensor.
Note
The wind sensor(s) will be rejected if speed is increasing with more than 10m/s in Trainer mode (and not in Standby mode). The situation is resolved by disabling/enabling the rejected sensor.
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7.3
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For full details concerning the operation and use of dialogs, see Dialogs on page 2-28. VRS Ready The identification of each VRS. Shows if a VRS is available for use by the system. Green Available Red Not available Allows you to enable (On) and disable (Off) the signals from a selected VRS which must be available for use (green Ready indicator) before it can be enabled. Shows which VRS is being used by the system to calculate the vessels pitch and roll. Allows you to select which VRS (1, 2 or 3) is preferred for use by the system.
Enable
Used Preference
Faulty VRS
If measurements from a VRS are not accepted by the system, or if at least one of the channels for a VRS is faulty, a message is displayed with information about the failure. The message may define the faulty VRS directly, for example: VRS 1 not ready Alternatively, it may indicate only that there is a difference between the measurements from the available vertical reference sensors. In the latter situation, you must try to find the faulty sensor by comparing the received measurements with an alternative source of VRS information. In the following examples it is assumed that two vertical reference sensors are available, that both are enabled, and that VRS 1 is in use: If there is a failure on VRS 2 (the VRS that is not in use), disable the signals from VRS 2 and rectify the fault. If a fault is detected on VRS 1 (the VRS that is in use), the system will switch to VRS 2 automatically. Disable the signals from VRS 1 and rectify the fault. If there is a failure on a VRS and the system cannot detect which VRS is faulty, for example: VRS difference
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Sensors
If a VRS is thought to be faulty, perform the following: 1 Check the measured values from the vertical reference sensors on the Sensors view and use alternative VRS information to find which VRS is faulty. Disable the faulty VRS and rectify the fault.
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Speed sensors
7.4
Speed sensors
Speed measurements can be used as an addition to position measurements to improve the vessel speed control in Autopilot mode and at high speeds in Track Line mode. The speed information is received from two sources, Doppler Log and GPS speed sensors. You can select available speed sensors or enter a manual alongships vessel speed value. In high speed operations all enabled speed sensors will normally be in use (unless a sensor has failed) when speed measurements are used by the system. It is recommended to also enable manual speed input since the manual value will be updated based on the sensors in use. Should all sensors be lost, you will have an initial manual value that reflects the real situation.
Figure 51 Sensors dialog - Speed page For full details concerning the operation and use of dialogs, see Dialogs on page 2-28.
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Sensors
Sensor Ready
The name and identification number of each speed sensor. Shows if a speed sensor is available for use by the system. Green Red Available Not available
Enable
Allows you to enable (On) and disable (Off) signals from a selected speed sensor which must be available for use (green Ready indicator) before it can be enabled. Shows which speed sensors or manual speed value are being used by the system. Green Red In use (only shown in high speed modes) Not in use
Use
Allows you to enable (On) and disable (Off) the manual speed value entered in the Value field. Allows you to enter a manual speed value. Within the configured range the value can be increased and decreased in 0.10 metre/second or 0.1 knot steps. This field becomes unavailable and shows the current vessel speed if a speed sensor is enabled.
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8 POSITION INFORMATION
This Chapter contains the following sections: 8.1 8.2 8.3 8.4 8.5 8.6 Position-reference systems Coordinate systems Tests on position-reference systems Enabling position-reference systems Changing the reference origin Position dropout
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8-1
Position information
8.1
Position-reference systems
At least one position-reference system should be enabled at all times to provide position information to the system for automatic control of position.
Because this is a single page dialog, it is always displayed with the Refsys page and one of the Enable entry fields (on the Refsys page) in focus.
Figure 52 Position-reference system dialog - Refsys page For full details concerning the operation and use of dialogs, see Dialogs on page 2-28. System Accepted The name and identification number of each position-reference system. Shows if position data from an enabled position-reference system has been accepted for use by the system. Green Red Accepted Not accepted
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Position-reference systems
Enable
Allows you to enable (On) and disable (Off) position-reference systems. If a position-reference system has mobile transponders the Enable entry field will have an additional enable option (Mob). Selecting this option (if available) causes mobile transponders for that position-reference system to be displayed on the Target Setup dialog - Targets page (see Targets page on page 10-24).
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Position information
8.2
Coordinate systems
Position information from position-reference systems may be received by the system in many different forms: Global position-reference systems such as GPS provide position information as Latitude and Longitude in a geodetic coordinate system. The applicable datum must be known, for example, WGS84 and ED87. Some global position-reference systems provide positions in the UTM projection (a flat surface projection, defined by a UTM zone and north and east distances from the 0-point of this zone). The applicable datum must be known, for example, WGS84 and ED87. Local position-reference systems such as HPR provide positions in local Cartesian coordinates (defined by two-dimensional measurement of the north/south (X) and east/west (Y) distances from a locally defined reference origin, such as the position of a transponder). Whatever types of position-reference systems are enabled, all position input is converted into a geographic system using WGS84 as a system datum.
System datum
The controller always uses an internal geographic coordinate system, with a specified system datum, WGS84. All position information from global reference systems which use a different datum are converted internally to WGS84. Position information in UTM format is converted to geographic coordinates.
Reference origin
Each position-reference system provides position measurements relative to a known reference point specific for that position-reference system. The reference point of the first position-reference system selected and accepted for use with the system, becomes the reference origin (the origin in the internal coordinate system). Position information from any other reference systems is then calibrated according to this coordinate system.
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Coordinate systems
This coordinate system remains as the reference origin until all position-reference systems are de-selected and a new position-reference system is selected as the reference origin. Selecting a particular position-reference system as the reference origin does not mean that the system treats it as being better or more reliable than any other position-reference system. It concerns only the location of the reference origin. The reference origin selected should be the one most appropriate to your operational requirements. The position of the reference origin is indicated on the Position Plot view (if within the range of the view). The reference system defining the reference origin is marked with an asterisk on the Reference System view (see Position-reference System view on page 14-9).
Note
Recalibrating the origin reference system will give new coordinates for the reference origin system. Using a local position-reference system (e.g. Artemis) to provide the reference origin will give you a local position whereas using a global position-reference system (e.g. GPS) will give you a global position.
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Position information
8.3
Freeze test
If a position-reference system has an internal error causing the same measurements to be continuously sent to the Vessel Model, the system could, if no precautions were taken, mistake the data for good and stable measurements.
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The freeze test rejects repeated measurements and the system treats repeated reports of the same position from one position-reference system with caution. The position-reference system is monitored and its input rejected if the variation in its position measurements is less than a predefined limit over a given time period. The following alarm message is displayed: Reference position frozen You should disable the frozen position-reference system.
Note
By configuration, the freeze test is disabled for some position-reference systems (usually GPS and/or Artemis) due to the resolution in the data from these position-reference systems.
Prediction test
The prediction test detects sudden jumps in the measured position, and immediately rejects those that lie outside the limits as illustrated in Figure 53. The test will also reject data that drift away from the Vessel Models predictions. The limit for the Prediction test is a function of the actual measurement accuracy (calculated variance).
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Position information
POSITION N/E
Rejected measurement
TIME
Figure 53 Prediction test If the Prediction test limits are exceeded, the following warning message is displayed: Reference prediction error When this warning message is displayed, you should verify that the correct position-reference system is rejected. You can then disable the position-reference system that caused the prediction error. Irrespective of the accuracy of a position-reference system, the prediction error limit is usually not set to less than 4 m. This is done to avoid rejecting accurate position-reference systems.
Divergence test
When two or more position-reference systems are in use, this slow drift test detects when measurements from one position-reference system differ from the other(s). The limit is taken as 70% of the prediction error limit. The purpose of the test is to give an early indication of systematic errors before the position-reference system is rejected by the prediction test. This test only warns the operator, and does not automatically reject data. The following warning message is displayed: Reference high offset When this warning message is displayed, you should examine which position-reference system is drifting using the reference system standard deviation trend (see Trend area on page 2-27). Re-calibrate or disable the position-reference system that caused the high offset warning.
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Median test
The median test can be performed when three or more position-reference systems are in use. The median position is computed from the filtered measurements that are independent of the Vessel Model. This test is primarily intended to reject slowly drifting position-reference systems. Unlike the prediction test, the median test is independent of the cPos model. This implies that a position-reference system can be rejected even though its measurements do not deviate from the Vessel Model, as can be the case with slowly drifting position-reference systems.
POSITION NORTH Measurement from system A
Reject limit around total median line North Median line Measurement from system B
POSITION EAST
Figure 54 Median test The Median Test Limit is taken as 80 % of the Minimum Prediction Error Limit. The operator may choose to reject an inaccurate position-reference system, or to only have a warning displayed. The following warning message is displayed when a position-reference system is rejected: Reference median rejected When this warning message is displayed, you should verify that the correct position-reference system is rejected. The position-reference system that is verified to be in error must be disabled. If the reference system is not disabled, this may lead to rejection of a potentially more accurate reference system by the Prediction test.
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Position information
If measurements from more than one position-reference system are outside the Median test limit, only the system with the longest distance to the Median position is rejected. This system will take part in the Median testing in the next sample (unless it is disabled by the operator). In a situation with several drifting position-reference systems, disabling of a reference system may lead to a sudden change in the Median position.
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8.4
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Position information
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8.5
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Position information
8.6
Position dropout
If the vessel position is under automatic control and all position-reference input is lost (e.g. HPR - no response from the transponder) or rejected, the following warning message is displayed: No reference system accepted After 20 seconds without reference input, the following alarm is given: Position dropout This means that the system is currently using only the estimated position from the Vessel Model, and that this position has not been updated with measured positions for at least 20 seconds (dead reckoning mode). When this message is generated, the setpoint is set automatically to the current estimated vessel position and the system will try to re-calibrate the position-reference system(s). You can remain in Position dropout, but the following points must be noted: The displayed vessel position is the estimated position from the Vessel Model. After a few minutes, the vessel may begin to pick up speed in one direction, without this being reflected on the Position Plot view. A calibration of the lost position-reference systems may occur at any time. This will have no immediate effect, but if the calibrated system is unreliable or drifting, the vessel may begin to move. In this event, you must examine the Position Plot view for any jumps in the displayed vessel position. The recommended action in Position dropout (if operational circumstances allow) is: 1 2 Return the system to joystick control in all axes and use the joystick to manoeuvre the vessel. When at least one reliable position-reference system is successfully calibrated, return to the required operational mode.
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9 THRUSTERS
The term thruster is used throughout this chapter to mean any element of the vessels propulsion system; including main propulsion, rudders, tunnel thrusters and azimuth thrusters. (The specific terms for the elements of the propulsion system are used whenever this enhances the readability of the manual). This Chapter describes the control functions that are related to the vessels thruster systems and contains the following sections: 9.1 9.2 Enabling thrusters Thruster allocation
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Thrusters
9.1
Enabling thrusters
If a thruster can be enabled, it is shown as Running and Ready on both the Thruster view (see Thruster view on page 14-17) and on the Thruster Enable dialog (see Thruster Enable dialog below). There are generally two criteria for a thruster Ready status: The individual thruster must be running without faults. The individual thruster must be available for control. Before a thruster can be enabled, it must be Ready. If a thruster is enabled and it subsequently loses its Ready status, it is automatically disabled. The system uses only those thrusters that are enabled for use by the system. The thrusters can be manually enabled and disabled using the Thruster Enable dialog.
Note
Changing from Standby to Joystick mode will automatically enable the thrusters provided that they are ready within a timeout of 10 seconds. When a thruster or main propulsion unit is running, the system reads the feedback signal from the thruster or main propulsion unit and calculates the resulting thruster force.
Because this is a single page dialog, it is always displayed with the Thrusters page and one of the Enable entry fields (on the Thrusters page) in focus.
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Enabling thrusters
Figure 55 Thruster Enable dialog - Thrusters page For full details concerning the operation and use of dialogs, see Dialogs on page 2-28. Running Shows the running status of a thruster or main propulsion unit. Green Running Red Not running Shows if a thruster, main propulsion unit or rudder is available for control by the system. Green Available Red Not available Allows you to enable (Yes) or disable (No) a thruster, main propulsion unit or rudder for control, which must be running and available (green Ready indicator) before it can be enabled. The system will automatically disable thrusters, main propulsion unit and rudders that are not available for control (red Ready indicator).
Ready
Enable
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Thrusters
9.2
Thruster allocation
Thruster allocation can be performed in many different ways. However, this is limited by the thruster allocation modes that are configured for your vessel.
Figure 56 Auto Setup dialog - Control page For full details concerning the operation and use of dialogs, see Dialogs on page 2-28. Thruster Alloc Allows you to select the Thruster Allocation mode (e.g. Variable, Fix, Environ Fix and/or vessel specific) for azimuth thrusters. This entry field is unavailable (with the Steering mode option selected) in Autopilot mode.
See Auto Setup dialog - Control page on page 12-8. See Auto Setup dialog - Control page on page 11-5. See Auto Setup dialog - Control page on page 5-13.
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Thruster allocation
Depending on the operational mode, illegal thruster allocation modes are unavailable in the Auto Setup dialog - Control page. Typical examples of azimuth thruster allocation modes are: Variable The system automatically changes the angle of the azimuth thrusters so that the thrust is always angled in the optimum direction. In order to reduce wear and tear on the azimuth thrusters due to continuous changes in the azimuth thruster angles, a dead-band function is incorporated. Use this mode when the environmental forces acting on the vessel are large and are not constantly changing direction. A set of prohibited zones for each thruster can be predefined to prevent a particular thruster from interfering with other thrusters, the hull or other equipment. What happens to the thrust, when a thruster passes a prohibited zone, can be predefined for each zone (for example, the thrust can be reduced). Fix The system automatically selects a fixed angle for each azimuth thruster. When the environmental force is small and constantly changing direction, this mode can be used in order to avoid continuous changes in the azimuth thruster angle. If disabling and then re-enabling a thruster with a negative pitch or rpm, the system will automatically turn the thruster 180 degrees. Environ Fix A set of alternative, fixed angles are predefined for each azimuth thruster from which the system automatically selects the optimum angles. The system selects the angles for azimuth thrusters according to the directional force setpoint when the operator selects this mode. If disabling and then re-enabling a thruster with a negative pitch or rpm, the system will automatically turn the thruster 180 degrees.
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Thrusters
Steering Azimuth thrusters not used for steering will have predefined fixed angles for use in Autopilot mode. This allocation mode is automatically selected when the system is in Autopilot mode.
Additional information
The configuration and operational requirements of the vessel determines the thruster allocation modes that are implemented in the system, as well as the criteria for the automatic mode switch. Details of the available thruster allocation modes are provided with the configuration information for each vessel. For some of the modes (such as Fix and when available, Environ Fix),a sufficient number of thrusters must be enabled to select the mode. The system will automatically switch back to the default thruster allocation mode (normally Variable mode), if you de-select thrusters or thrusters lose their Ready status.
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10-1
Changing from Standby to Joystick mode will automatically enable the thrusters provided that they are ready within a timeout of 10 seconds.
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Standby mode
Note
If Standby mode is not entered before transferring to manual lever control, various thruster and propulsion unit related warnings and alarms will be generated unnecessarily. When switching to manual thruster control, thrusters, propulsion units and rudders are no longer ready for control (i.e. they lose their Ready status).
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Joystick mode
Ensure that the joystick is in the zero position in all three axes, and that the joystick is calibrated (see Joystick calibration on 6-2). If the vessel has a switch or button to select between joystick and DP control (usually located on the main thruster/propulsion unit control panel) set the switch/button to DP control. Ensure that the required thrusters, main propulsion units and rudders are enabled (see Enabling thrusters on page 9-2).
Note
If the thruster auto enable function is active, changing from Standby mode to Joystick mode will automatically enable all ready thrusters provided that the system has been in Standby mode for more that 20 seconds. 9 Press the Joystick button twice within four seconds. - The Joystick button status indicator starts to flash and then becomes continuously lit when the mode is entered. Enable the required position-reference systems (see Enabling position-reference systems on page 8-11 and Heading and position information below).
10
If no gyrocompasses and position-reference systems are enabled, you must ignore any displayed heading, position and speed information.
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Joystick mode
Refer also to the following sections: Controller gain level (see page 5-13). Warning and alarm limits (see page 5-15). Entering a new heading setpoint (see page 11-3). Setting the Rate Of Turn (see page 11-5). Selecting the minimum power heading (see page 11-7).
Selecting automatic heading control
To select automatic heading control while in Joystick mode, proceed as follows: 1 2 3 Check that none of the status indicators above the Auto heading, Auto surge and Auto sway buttons are lit. Ensure that the required gyrocompasses are enabled (see Gyrocompasses on page 7-2). Press the Auto heading button twice within four seconds. - The Auto heading button status indicator starts to flash and then becomes continuously lit when automatic heading control is enabled. - The current vessel heading becomes the heading setpoint, and the system automatically maintains this heading. - The deviation between the estimated heading and the heading setpoint is shown in the heading area of the colour display (see Automatic heading control on page 2-15).
To return to joystick heading control, proceed as follows: 1 Press the Auto heading button twice within four seconds. - The Auto heading button status indicator starts to flash and then becomes unlit when automatic heading control is disabled. Control the vessels heading manually using the joystick.
Joystick mode with automatic position control in both surge and sway
In Joystick mode, with a gyrocompass and an active position-reference system enabled, you can select automatic position control in both the surge and sway axes.
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Selection of only one of the surge and sway axes for automatic control is normally combined with automatic heading (yaw) control, and is described in Joystick mode with automatic stabilisation on page 10-9). Unless there is a specific operational requirement for joystick yaw control, it is better to use Auto Position mode when changing position in order to allow the system to maintain a constant heading during the manoeuvre. Refer also to the following sections: Controller gain level (see page 5-13). Warning and alarm limits (see page 5-15). Entering a new position setpoint (see page 12-3).
Selecting automatic position control
To select automatic position control while in Joystick mode: 1 2 3 Check that the status indicator above the Auto heading button is not lit. Ensure that the required gyrocompasses are enabled (see Gyrocompasses on page 7-2). Ensure that at least one position-reference system is active and enabled (see Enabling position-reference systems on page 8-11). Press the Auto surge and the Auto sway buttons twice within four seconds. - The Auto surge and Auto sway button status indicators start to flash and then become continuously lit when automatic position control is enabled. - The current vessel position becomes the position setpoint, and the system automatically keeps the vessel at this position. - The deviation between the estimated position and the position setpoint is shown on the position area on the colour display (see Mixed Joystick/Auto modes on page 2-17).
To return to joystick position control: 1 Press the Auto surge and the Auto sway buttons twice within four seconds. - The Auto surge and Auto sway button status indicators start to flash and then become unlit when automatic position control is disabled. Control the vessels position manually using the joystick.
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Joystick mode
To select automatic stabilisation while in Joystick mode: 1 2 3 Check that none of the status indicators above the Auto surge, Auto sway or Auto heading buttons are lit. Ensure that the required gyrocompasses are enabled (see Gyrocompasses on page 7-2). Ensure that at least one position-reference system is active and enabled (see Enabling position-reference systems on page 8-11). Press the Auto heading button twice within four seconds. - The Auto heading button status indicator starts to flash and then becomes continuously lit when automatic heading control is enabled. - The current vessel heading becomes the heading setpoint, and the system automatically keeps the vessel on this heading. - The deviation between the estimated heading and the heading setpoint is shown on the heading area on the colour display (see Automatic heading control on page 2-15).
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Press either the Auto surge or Auto sway button twice within four seconds. - The corresponding status button status indicator starts to flash and then becomes continuously lit when automatic position control in the selected axis is enabled. - The current vessel position in the selected axis becomes the position setpoint in that axis and the system automatically keeps the vessel at this position. - The deviation between the estimated position and the position setpoint is shown on the position area on the colour display (see Mixed Joystick/Auto modes on page 2-17). Manually control the vessels movement in the unselected axis using the joystick.
To return to joystick control in all axes: 1 Press the Auto heading button twice within four seconds. - The Auto heading button status indicator starts to flash and then becomes unlit when automatic heading control is disabled. Press either the Auto surge or the Auto sway button (whichever one has it status indicator lit) twice within four seconds. - The corresponding status button status indicator starts to flash and then becomes unlit when automatic position control in the selected axis is disabled. Manually control the vessels heading and position using the joystick.
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When the vessel heading has stabilised, press the Auto surge button twice within four seconds. - The Auto surge button status indicator starts to flash and then becomes continuously lit when automatic position control in the surge axis is enabled. - The current vessel position in the surge axis becomes the position setpoint in the surge axis, and the system automatically keeps the vessel at this position. - The deviation between the estimated position and the position setpoint in the surge axis is shown in the Position area of the colour display (see Mixed Joystick/Auto modes on page 2-17). When the vessel has stabilised in the surge axis, press the Auto sway button twice within four seconds. - The Auto sway button status indicator starts to flash and then becomes continuously lit when automatic position control in the sway axis is enabled. - The system enters the Auto Position mode, and the Auto position and Present position button status indicators become continuously lit. - The current vessel position in the sway axis becomes the position setpoint in the sway axis, and the system automatically keeps the vessel at this position. - The deviation between the estimated heading and the heading setpoint is shown in the Heading area of the colour display (see Automatic heading control on page 2-15). - The deviation between the estimated position and the position setpoint is shown on the Position area on the colour display (see Auto Position mode on page 2-18).
Alternatively, the system can be taken from Joystick mode direct to Auto Position mode by pressing the Auto position button twice within four seconds. However, this method is not recommended as it can place high levels of stress and strain on the vessels propulsion system.
Note
No change in position or heading should be attempted during the first five minutes after entering Auto Position mode in order to allow the Vessel Model to stabilise. For critical DP operations or during difficult weather/current conditions, this initial time period should be extended to at least 15 minutes.
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Autopilot mode
According to the International Maritime Organisation (IMO) two gyrocompasses are required for this mode. One speed sensor should be enabled. If this requirement is not met, the following message is displayed: Speed sensor dropout Refer also to the following sections: Joystick settings (see page 6-5). Sensors (see page 7-1). Thruster allocation (see page 9-4). Entering a new heading setpoint (see page 11-3).
To display the Pilot Setup dialog - Steer page (see Figure 57), press the Pilot setup button and, if necessary, select (change the focus to) the Steer page.
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Figure 57 Pilot Setup dialog - Steer page For full details concerning the operation and use of dialogs, see Dialogs on page 2-28. Gain Level Allows you to set the controller gain level (Low, Med for medium and Hi for high) applied to the yaw axis for the autopilot control function. Different gain factors for different gain levels are defined to suit the characteristics of the vessel. The deviations in heading and turning rate are multiplied by the selected gain factor to obtain the required thrust force and moment. The most suitable gain level depends on the vessel characteristics, the weather conditions and the required positioning accuracy. Operational experience therefore plays a large part in determining the optimum gain level, but the following general points should be noted: High gain provides the quickest vessel response and the most accurate manoeuvring. Medium gain provides a slower vessel response than high gain. Low gain provides the slowest vessel response. Counter Rudder Allows you to set the gain for the autopilot counter rudder function. Within the configured range the value can be increased and decreased in 5 percent steps.
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Autopilot mode
The counter rudder setting serves two purposes, firstly to give a smooth transition to a new heading after a major course change, and secondly to enable the autopilot to stabilise the vessel on a straight course. If the counter rudder setting is too low, there may be an overshoot past the new heading and it may take a long time before the new heading is stabilised. If the counter rudder setting is too high, there may be an over-correction followed by a small overshoot past the new heading, and the vessel may then tend to oscillate around the new heading. A typical symptom here is an over-active rudder.
New course Counter rudder setting too low, overshoot response.
New course Counter rudder setting too high, sluggish and creeping response.
Figure 58 Effects of counter rudder settings Auto Trim Allows you to set the gain for the autopilot auto trim function. Within the configured range the value can be increased and decreased in 5 percent steps. Auto trim corrects for static heading deviation due to weather forces. A low auto trim setting (50 %) results in a slower correction of static heading deviation. A high auto trim setting (150 %) results in a faster correction of static heading deviation.
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Weather Compensation
Allows you to enable or disable (On or Off) the autopilot wind compensation function. When weather compensation (wind forces) is enabled, the vessel will react much more quickly to sudden changes in wind speed and direction. Allows you to set the Rate Of Turn for autopilot change heading operations. Within the configured range the value can be increased and decreased in 1 degree steps. Allows you to set the maximum rudder angle when automatic heading control is active. Within the configured range the value can be increased and decreased in 1 degree steps. When automatic heading control is selected, the system will not turn the rudders/azimuth thrusters beyond the specified limit. At high speeds, a relatively small limit such as five degrees is often used. If you try to enter angle values beyond predefined limits, a message instructing you to correct the values will be displayed.
Rate Of Turn
Rud.Lim in Joystick Allows you to set the maximum rudder angle when joystick Yaw Control heading control is active. Within the configured range the value can be increased and decreased in 1 degree steps. When joystick heading control is selected, the system will not turn the rudders/azimuth thrusters beyond the specified limit. This limit is usually set to a high value so that the maximum steering effect can be achieved in an emergency situation. For example, the maximum physical angle for rudders or 45 degrees for azimuth thrusters. If you try to enter angle values beyond predefined limits, a message instructing you to correct the values will be displayed. Steer Mode Allows you to select the steering mode (e.g. Synchron, Async Auto, Async Stbd, Async Port and/or vessel specific) for the autopilot function. The steering mode determines how the steering units within the active steering group are used to steer the vessel, and is not available if there is only one steering unit. The standard steering modes (using two steering units) are: Synchron (Synchronous) Both steering units have the same azimuth angle and both generate the directional force. Async Auto (Asynchronous Auto) Only one steering unit is used to generate the directional force, while the other is fixed alongships. The steering unit is selected automatically depending on the turn direction.
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Autopilot mode
Async Stbd (Asynchronous Starboard) The starboard steering unit generates the directional force. The port steering unit is fixed alongships. Async Port (Asynchronous Port) The port steering unit generates the directional force. The starboard steering unit is fixed alongships. Steer Group Allows you to select the steering group (e.g. Propeller, Emerg, Aux and/or vessel specific) for the autopilot function. This field is not shown if the system is configured with only one steering group. Steering units belonging to groups, which are not selected for steering, provide only alongships force.
Limits page
To display the Pilot Setup dialog - Limits page (see Figure 59), press the Pilot setup button and, if necessary, select (change the focus to) the Limits page.
Figure 59 Pilot Setup dialog - Limits page For full details concerning the operation and use of dialogs, see Dialogs on page 2-28. Active Limit Allows you to turn on (Yes) or turn off (No) a heading warning or alarm limit. Allows you to set the value of a heading warning or alarm limit. Within the configured range the value can be increased and decreased in 0.5 degree steps.
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Note
In Autopilot mode the heading alarm limit cannot be turned off (de-activated). If you attempt to do this, the following operator advice message (see Figure 60) will be displayed.
Figure 60 Operator advice message - Alarm limit can not be deactivated in AutoPilot Mode
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Autopilot mode
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Set and enable the required warning and heading alarm limits. Press the Auto pilot button twice within four seconds. - The Auto pilot and Auto heading button status indicators start to flash and then become continuously lit when Autopilot mode is entered. - The vessel heading is controlled automatically (see Changing heading on page 10-20). - The vessel speed is controlled from the joystick. Move the joystick in the alongship direction until the required vessel speed is obtained.
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If applicable, select the required steering group. Set and enable the required warning and heading alarm limits. Press the Auto pilot button twice within four seconds. - The Auto pilot and Auto heading button status indicators start to flash and then become continuously lit when Autopilot mode is entered. - The vessel heading is controlled automatically (see Changing heading on page 10-20). Use the external levers to control the vessel speed.
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Changing heading
There are several ways to change heading in Autopilot mode: As described in Entering a new heading setpoint on page 11-3.
Note
When changing the heading setpoint, the turn direction will depend on the new heading setpoint. The shortest turn is always used. By disabling automatic heading control and manually controlling the rudder/azimuth angle (steering) directly by rotating the joystick. When the required heading is reached, automatic heading control must again be enabled.
Note
When automatic heading control is disabled, the Auto heading button status indicator becomes unlit.
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The target reaches the boundary of the reaction circle which causes the vessel to move The target moves within the reaction circle without causing the vessel to move
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To display the Target Setup dialog - Reaction page (see Figure 62), press the Target setup button and, if necessary, select (change the focus to) the Reaction page.
Figure 62 Target Setup dialog - Reaction page For full details concerning the operation and use of dialogs, see Dialogs on page 2-28. Reaction Limits Position Allows you to set the radius of the position reaction circle where the moving target may manoeuvre before the vessel will attempt to follow the target. Heading Allows you to set heading change that the moving target may make before the vessel will attempt to follow the target.
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Operation mode
Position Allows you to make the vessel follow a moving target with respect to position. The vessel will always have the same position relative to the moving target, while maintaining the same absolute heading (setpoint) as shown in the following illustration (see Figure 63).
(CD3139)
Figure 63 Follow Target - Position mode Heading Allows you to make the vessel follow the moving target with respect to heading. The vessel will always have the same heading relative to the moving target, while maintaining the same absolute position as shown in the following illustration (see Figure 64).
(Cd3140)
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Targets page
To display the Target Setup dialog - Targets page (see Figure 65), press the Target setup button and, if necessary, select (change the focus to) the Targets page.
Figure 65 Target Setup dialog - Target page For full details concerning the operation and use of dialogs, see Dialogs on page 2-28. Available The names of the available mobile transponders. In the example dialog shown in Figure 65, the HPR-1 BO2 target becomes available when the HPR position-reference system is enabled, i.e. the Enable entry field on the Positionreference System dialog - Refsys page for HPR is set to On. The FBeam-1T1 and Art-10 targets become available when their respective position-reference system is enabled, i.e. the Enable entry field on the Position-reference System dialog Refsys page for FBeam and Art-1 respectively are set to Mob (see Position-reference System dialog on page 8-2). Allows you to enable (Yes) or disable (No) a mobile transponder. An enabled mobile transponder is displayed on the Position Plot view as a mobile position-reference transponder symbol (see Position Plot view on page 14-2). An example of how mobile transponders are displayed for position-reference systems with a single mobile transponder and with multiple transponders is shown in Figure 66 and Figure 67 respectively.
Enable
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Figure 66 Vessel symbol on Position Plot view with single mobile transponder
Figure 67 Vessel symbol on Position Plot view with multiple mobile transponders
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Press the Follow target button twice within four seconds. - The Follow target button status indicator start to flash and then become continuously lit when Follow Target mode is entered. - The Surge, Sway and Yaw button status indicator, if not already lit, become continuously lit. - A reaction radius is shown on the Position Plot view as A circle around the filtered position of the mobile transponders. For a single mobile transponder (see Figure 66) and for multiple transponders (see Figure 67). When a target moves, the vessels position setpoint remains unchanged until the mobile transponder on the moving target reaches the edge of the reaction radius circle. The position setpoint is updated automatically to restore the vessel to the same position relative to the mobile transponder, and the reaction radius circle is redrawn around the new position of the mobile transponder.
Heading control
The standard methods for heading control are available (see Entering a new heading setpoint on page 11-3). Pressing the Min. pow. heading button twice within four seconds will move and maintain the vessel onto the heading that requires the minimum power for the current environmental conditions (minimum power heading). While the vessel is moving onto this heading the status indicator above the button flashes. When the heading is reached the status indicator becomes continuously lit. The minimum power heading function is not available with multiple mobile transponders when the Heading Operation Mode is selected.
Rate Of Turn
The standard method for adjusting the Rate Of Turn is available (see Setting the Rate Of Turn on page 11-5).
Position control
You can change the distance to the target whenever necessary. The standard methods for position control are available (see Entering a new Position setpoint on page 12-3).
Speed control
The standard method for speed control is available (see Setting the vessel speed on page 12-8).
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This mode is designed for marine operations and is not intended for navigation purposes. When the mode is entered (preferably at a low speed in the wanted direction) the vessels current Course Over Ground (COG) is maintained. The position and heading of the vessel is controlled by the system, in all three axes (surge, sway and yaw), to minimise deviation from the track (cross-track error). To achieve high accuracy, this mode requires a reliable position-reference system, gyrocompass and wind sensor, and a satisfactory propulsion system. The track line is defined by the vessel position and COG history. At very low vessel speed the initial track line will be defined by the vessel heading.
vessel heading
(CD3079)
Figure 68 Track line with waypoints and cross-track error limits Initially the vessel is placed on the track line between waypoint 2 and waypoint 3. Waypoint 3 is placed a long distance away along the track line. As the vessel sails along the track the positions of all three waypoints are moved such that the vessel never reaches waypoint 3. The point where a waypoint move is made is placed at the centre point between waypoint 2 and waypoint 3.
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The control system will automatically select the thruster allocation mode depending upon a predefined speed limit. At low speeds (below this limit) a variable allocation mode is used, whereas at high speeds (above this limit) a steering allocation mode is used. At low speeds, the vessel heading is along the track, whereas at high speeds it is controlled to minimise the cross-track error whilst maintaining the wanted speed, i.e. the crab angle is continuously changing.
Available functions
The heading required to keep the vessel on track at high speeds is continuously calculated by the system according to the vessel speed and the environmental forces. It is also continuously controlled to return the vessel back onto the track, should it deviate for some reason. The vessel speed can be controlled by: Auto Speed Control The current vessel speed is maintained using position and speed measurements. Joystick Speed Control The vessel speed is controlled by the joystick. This form of control is selected by disabling automatic control of the forward speed of the vessel (surge). The track line may be changed using the input wheel or the - (decrease) and + (increase) buttons to: Change Track Line Course When the track line course is changed, the course change rate is limited to an operator defined Rate Of Turn (ROT) and the transition to the new direction is programmed as a smooth curve. The radius of this curve (turn radius) can be: - Operator defined. - Calculated automatically according to the vessel speed and the defined Rate Of Turn (ROT). Other functions available are: Stop On Line Decelerates and stops the vessel on the course line whilst maintaining heading. De-selecting this function causes the vessel to continue moving along the track.
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Cross-track Warning and Alarm Operator defined warning and alarm distances that the vessel is allowed to move either side of the track line. A message is displayed if any one of these limits is exceeded. Predefined Controller Gain Selection Allows the operator to select one of three predefined controller gain levels (High, Medium or Low). The pivoting point for Track Line mode is the currently selected rotation point for automatic control (see Rotation point for automatic control on page 5-17).
To display the Line Setup dialog - TrackLine page (see Figure 69), press the Line setup button and, if necessary, select (change the focus to) the TrackLine page.
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For full details concerning the operation and use of dialogs, see Dialogs on page 2-28. Speed Allows you to set the wanted vessel speed along the track line. Within the configured range the value can be increased and decreased in 0.10 metre/second or 0.1 knot steps. The system automatically controls the vessel speed along the track line provided that the surge and sway axes are under automatic control. If automatic control of the surge axis is disabled, the control of the vessel speed is transferred to the joystick. The joystick force setpoint is shown in the position area of the colour display (see Track Line mode on page 2-19). You should bear in mind that a high vessel speed may result in a large turn radius if ROT is selected in the Priority entry field, otherwise the result may be a large overshoot. This Speed entry field changes the same parameter as the Speed entry field on the Auto Setup dialog - Control page (see Auto Setup dialog - Control page on page 12-8). ROT Allows you to set the Rate Of Turn for change course operations. You should bear in mind that a low vessel rate of turn may result in a large turn radius at high vessel speed. When Radius is selected in the Priority entry field, the ROT entry field becomes unavailable and --------- is shown in the field. This ROT entry field changes the same parameter as the Rate Of Turn entry field on the Auto Setup dialog - Control page (see Auto Setup dialog - Control page on page 11-5). Radius Allows you to set the radius of the turn (in meters or feet) for change course operations. The amount that the value can be increased and decreased depends on the current vessel speed and the maximum allowed Rate Of Turn for the vessel. When ROT is selected in the Priority entry field, the Radius entry field becomes unavailable and --------- is shown in the field. Distance to Turn Allows you to set the distance from the vessel to a point on the track where a course change turn is to start. Within this range the value can be increased and decreased in predefined steps.
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Priority
Allows you to select whether a course change operation will be with a constant Rate Of Turn (ROT) or a constant turn radius (Radius). When ROT priority is selected, the system automatically calculates the turn radius according to the the speed set point. When Radius priority is selected, the defined radius is used directly . The ROT is calculated and shown for information purposes only.
Gain Level
Allows you to set the controller gain level (Low, Medium or High) that is to be applied in all three axes. Different gain levels are defined to suit the characteristics of the vessel. The most suitable gain level depends on the vessel characteristics, the weather conditions and the required positioning accuracy. Operational experience therefore plays a large part in determining the optimum gain level, but the following general points should be noted: High gain provides the quickest vessel response and the most accurate manoeuvring. Medium gain provides a slower vessel response than high gain. Low gain provides the slowest vessel response.
Additional information
If you display the Line Setup dialog - TrackLine page in when the system is in any other mode than Track Line, the initial values selected for Speed and ROT (or Radius) are based on the currently selected mode. New course setpoints for Track Line mode are defined using the input wheel and its associated buttons (see Course dialog on page 10-36). If the current mode is Joystick, the current vessel speed is from the joystick, which cannot be changed via the Line Setup dialog - TrackLine page until Track Line (or Auto Position) mode is selected. If the current mode is Auto Position, the Speed and ROT values specified in the Auto Setup dialog - Control page are used.
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Limits page
To display the Line Setup dialog - Limits page (see Figure 70), press the Line setup button and, if necessary, select (change the focus to) the Limits page.
Figure 70 Line Setup dialog - Limits page For full details concerning the operation and use of dialogs, see Dialogs on page 2-28. Active Allows you to activate (Yes) or de-activate (No) a cross-track warning or alarm limit. These limits defines the distances that the vessel is allowed to move either side of the track line. Allows you to set the value of a cross-track warning or alarm limit. Within the configured range the value can be increased and decreased in 1 metre or 1 foot steps. If the vessel moves away from the track line by more than the warning limit, a warning message is displayed. If the vessel moves away from the track line by more than the alarm limit, the audible alarm sounds and an alarm message is displayed.
Additional information
Limit
These limits can be activated (turned on) and de-activated (turned off) or changed at any time, but they only have an effect if Track Line mode is selected. When Track Line mode is selected, these limits are shown as solid lines when active and dashed lines when inactive on a position deviation (cross-track error) in the position area of the colour display (see Track Line mode on page 2-19).
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Steer page
To display the Line Setup dialog - Steer page (see Figure 71), press the Line setup button and, if necessary, select (change the focus to) the Steer page.
Figure 71 Line Setup dialog - Steer page For full details concerning the operation and use of dialogs, see Dialogs on page 2-28. Counter Rudder Allows you to set the gain for the track line counter rudder function. Within the configured range the value can be increased and decreased in 5 percent steps. The counter rudder setting serves two purposes, firstly to give a smooth transition to a new heading after a major course change, and secondly to enable the vessel to stabilise on a straight course. If the counter rudder setting is too low, there may be an overshoot past the new heading and it may take a long time before the new heading is stabilised. If the counter rudder setting is too high, there may be an over-correction followed by a small overshoot past the new heading, and the vessel may then tend to oscillate around the new heading. A typical symptom here is an over-active rudder.
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New course Counter rudder setting too high, sluggish and creeping response.
Figure 72 Effects of counter rudder settings Auto Trim Allows you to set the gain for the track line auto trim function. Within the configured range the value can be increased and decreased in 5 percent steps. Auto trim corrects for static heading deviation due to weather forces. A low auto trim setting (50 %) results in a slower correction of static heading deviation. A high auto trim setting (150 %) results in a faster correction of static heading deviation. Weather Compensation Allows you to enable or disable (On or Off) the track line wind compensation function. When weather compensation (wind forces) is enabled, the vessel will react much more quickly to sudden changes in wind speed and direction.
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Allows you to set the maximum rudder angle when automatic heading control is active. Within the configured range the value can be increased and decreased in 1 degree steps. When automatic heading control is selected, the system will not turn the rudders/azimuth thrusters beyond the specified limit. At high speeds, a relatively small limit such as five degrees is often used. If you try to enter angle values beyond predefined limits, a message instructing you to correct the values will be displayed.
Rud.Lim in Joystick Allows you to set the maximum rudder angle when joystick Yaw Control heading control is active. Within the configured range the value can be increased and decreased in 1 degree steps. When joystick heading control is selected, the system will not turn the rudders/azimuth thrusters beyond the specified limit. This limit is usually set to a high value so that the maximum steering effect can be achieved in an emergency situation. For example, the maximum physical angle for rudders or 40 degrees for azimuth thrusters. If you try to enter angle values beyond predefined limits, a message instructing you to correct the values will be displayed. Steer Mode Allows you to select the steering mode (e.g. Synchron, Async Auto, Async Stbd, Async Port and/or vessel specific) for the track line control function. The steering mode determines how the steering units within the active steering group are used to steer the vessel, and is not available if there is only one steering unit. The standard steering modes (using two steering units) are: Synchron (Synchronous) Both steering units have the same azimuth angle and both generate the directional force. Async Auto (Asynchronous Auto) Only one steering unit is used to generate the directional force, while the other is fixed alongships. The steering unit is selected automatically depending on the turn direction. Async Stbd (Asynchronous Starboard) The starboard steering unit generates the directional force. The port steering unit is fixed alongships. Async Port (Asynchronous Port) The port steering unit generates the directional force. The starboard steering unit is fixed alongships.
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Steer Group
Allows you to select the steering group (e.g. Propeller, Emerg, Aux and/or vessel specific) for the track line control function. This field is not shown if the system is configured with only one steering group. Steering units belonging to groups, which are not selected for steering, provide only alongships force.
Course dialog
The Course dialog (see Figure 73) can only be displayed when the system is in Track Line mode. To activate the input wheel and display the Course dialog, press one of the three buttons associated with the input wheel ( -- , Set heading or +).
Figure 73 Course dialog The value (in degrees) shown in the dialog is the course setpoint from the input wheel, which changes immediately whenever the wheel is turned, or one of the + and -- buttons is pressed. Turning the input wheel to the right increases the value and turning it to the left decreases the value. Pressing the + (increase) button steps the value up and pressing the -- (decrease) button steps the value down. The dialog is closed by pressing the Set heading button. If the input wheel is not turned, or one of the + and -- buttons is not pressed within a preset time limit, the dialog is closed automatically.
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5 6
8 9 10
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You can de-select automatic control of the surge axis and use the joystick to control the vessel speed in the alongship direction. To control the vessel speed using the joystick, proceed as follows: 1 2 3 Press the Auto surge button twice within four seconds. - The Auto surge button status indicator becomes unlit. Manually control the vessels speed using the joystick. To return to automatic speed control, press the Auto surge button twice within four seconds. - The Auto surge button status indicator start to flash and then become continuously lit when the surge axis is placed under automatic control.
turn radius
distance to turn
waypoint 1
waypoint 1
Initial course
(CD3080)
Turn completed
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Using the input wheel to adjust the course from 015 to 090 causes the track line to curve and change as follows (see New course set in Figure 74). Waypoint 2 is moved ahead of the vessel such that the track leg between waypoints 1 and 2 represents the previous course (015). Waypoint 3 is also moved such that the track leg between waypoint 2 and 3 represents the new course (090). The Wheel Over Point (WOP), i.e. the position where the vessel will start to turn (change course), is defined by the value set for Distance to turn on the Line Setup dialog - TrackLine page (see TrackLine page on page 10-29). The sharpness of the turn is defined by the Radius value on the Line Setup dialog - TrackLine page (see TrackLine page on page 10-29). The location of waypoint 2 is given by the intersection of two lines representing tangents to the circle defined by the Radius value that lie along the track legs (from waypoints 1 and 3). When the course change is completed, the track line changes back to a straight line (see Turn completed in Figure 74). To change the direction of the track, proceed as follows: 1 Set-up the required track line values using the Line Setup dialog - TrackLine page (see TrackLine page on page 10-29). Press the -- , Set heading or + button once. - The Course dialog is displayed. Use the input wheel to adjust the course setpoint by rotating it clockwise to increase the setpoint (to starboard) or counter-clockwise to decrease the setpoint (to port). Use the + (increase) button or -- (decrease) button to fine adjust the course setpoint. - The resulting track line change complete with turn and WOP is shown on the Position Plot view. - When the vessel reaches the WOP it starts to turn onto the new course at the defined speed and ROT. - During the move onto the new course, the crab angle setpoint shown on the Position Plot view changes. - The current vessel heading together with the heading deviation and the turning direction of the vessel is displayed in the heading area of the colour display (see Heading area on page 2-14 and Automatic heading control on page 2-15).
2 3
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- The current position deviation (cross-track error) is shown in the position area of the colour display (see Track Line mode on page 2-19). - The Course dialog closes automatically after preset time limit, provided that the input wheel is not turned or one of its associated buttons pressed. - When the vessel obtains the new course, the track line shown on the Position Plot view reverts back to a straight line. 5 If required, press the Set heading button once to close the Course dialog.
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waypoint 3
waypoint 3
turn radius
turn radius
waypoint 2
Turn completed
Figure 75 Modified turn: Altering a track line direction change (turn-in-turn) The track leg between waypoints 1 and 2 represents the instantaneous vessel heading at the time the course change was made, while the track leg between waypoints 2 and 3 represent represents the last new course (000). Entering a second new course before the vessel has completed first new course change will result in the track line function repeating the previous action of relocation the waypoints. The distance placed in between each course change is defined by the value set for Distance to turn on the Line Setup dialog TrackLine page (see TrackLine page on page 10-29). When the latest course change is completed, the track line changes back to a straight line (see Turn completed in Figure 75). The same actions will be performed by the track line function, if the turn radius is increased or decreased while the vessel is still in the process of changing course. Any new course change after this will be performed as described for a normal turn. The procedure for altering an ongoing course change is as described for a normal turn (see Changing course (normal turn) on page 10-38).
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Stop on line
You can stop the vessel along the track at any time. To stop the vessel on the track, proceed as follows: 1 Press the Stop on line button twice within four seconds. - The Stop on line button status indicator start to flash and then become continuously lit when the stop is initiated. - The vessel slows down and stops, and remains at this position. To continue along the track, press the Stop on line button twice within four seconds. - The Stop on line button status indicator becomes unlit and the vessel starts moving.
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Stopping a change of heading Entering a new heading setpoint Setting the Rate Of Turn Selecting the minimum power heading
It is not possible to perform a change of heading, even though you have entered a new heading setpoint, when the Rate Of Turn setpoint is zero. Nor is it possible to perform a change of heading when the vessels rotation point is set to a position other than CG and the position speed setpoint is zero.
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The Heading Setpoint dialog must be displayed if rotation of the input wheel is to have an effect.
Figure 76 Heading Setpoint dialog The value (in degrees) shown in the dialog is the heading setpoint from the input wheel, which changes immediately whenever the wheel is turned, or one of the + and -- buttons is pressed. Turning the input wheel to the right increases the value and turning it to the left decreases the value. Pressing the + (increase) button steps the value up and pressing the -- (decrease) button steps the value down. The dialog is closed by pressing the Set heading button. If the input wheel is not turned, or one of the + and -- buttons is not pressed within a preset time limit, the dialog is closed automatically.
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Figure 77 Auto Setup dialog - Control page For full details concerning the operation and use of dialogs, see Dialogs on page 2-28. Thruster Alloc Speed Rate Of Turn See Auto Setup dialog - Control page on page 9-4. See Auto Setup dialog - Control page on page 12-8. Allows you to set the Rate Of Turn for change heading operations. Within the configured range the value can be increased and decreased in 5 degree steps. See Auto Setup dialog - Control page on page 5-13.
Gain Level
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Additional information
This Rate Of Turn applies only when the yaw axis is under automatic control. As the vessel approaches the heading setpoint, its Rate Of Turn is reduced to zero. When the vessel rotation point is at a position other than the centre of gravity of the vessel, the actual Rate Of Turn may be less than the speed specified. This is because the speed of movement of the centre of gravity is limited in proportion to the required vessel speed and the distance of the rotation point from the centre of gravity.
Note
It is not possible to perform a change of heading, even though you have entered a new heading setpoint when the Rate Of Turn setpoint is zero.
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This function should be used with care as it may cause large changes of vessel heading due to changing environmental conditions, e.g. wind and current. Pressing the Min. pow. heading button twice within four seconds will move and maintain the vessel on the minimum power heading. While the vessel is moving onto this heading the status indicator above the button flashes. When the heading is reached the status indicator becomes continuously lit. This heading will change continuously according to the prevailing environmental forces acting on the vessel. If the Min. pow. heading button is used when there is insufficient wind or sea-current to meet the requirements for a minimum power heading, the following operator advice message is given.
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For full details concerning the operation and use of dialogs, see Dialogs on page 2-28. Surge, Ahead or Astern Allows you to set the position offset (in metres or feet) relative to the fore/aft axis centred on the vessels rotation point for automatic control. When the value in this field is set to 0.00, the identification text is Surge. When the value is increased in the ahead direction the identification text changes to Ahead and when the value is increased in the astern the identification text changes to Astern. Rotating the input wheel clockwise, either increases the offset in the ahead direction or decreases it in the astern direction. Similarly, rotating the input wheel counter-clockwise, either increases the offset in the astern direction or decreases it in the ahead direction. Sway, Stbd or Port Allows you to set the position offset (in metres or feet) relative the port/starboard axis centred on the vessels rotation point for automatic control. When the value in this field is set to 0.00, the identification text is Sway. When the value is increased in the starboard direction the identification text changes to Stbd (starboard) and when the value is increased in the port direction the identification text changes to Port. Rotating the input wheel clockwise, either increases the offset in the starboard direction or decreases it in the port direction. Similarly, rotating the input wheel counter-clockwise, either increases the offset in the port direction or decreases it in the starboard direction. Status: Shows the state of the vessel with respect to the currently defined position setpoint. When the vessel is at the currently defined position setpoint, this status field will show On Station. When the vessel is changing position (after a new position setpoint has been specified and entered) this status field will show Moving.
Range/Bearing page
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Figure 80 Position Offset dialog - Range/bearing page For full details concerning the operation and use of dialogs, see Dialogs on page 2-28. Range Allows you to set the range of a new position setpoint (in metres or feet) relative to the vessels rotation point for automatic control. Allows you to set the bearing of a new position setpoint (in degrees) relative to true north and centred on the vessels rotation point for automatic control. This is the same as the Status: status field on the Surge/Sway page (see Surge/Sway page on page 12-3).
Bearing
Status:
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b If the Range/Bearing page is selected, activate and enter the required range and bearing position offsets in the Range and Bearing entry fields. - A new (green) position setpoint symbol with a dotted line that indicates the location of the new position setpoint with respect to the vessels rotation point, is displayed.
The new (green) position setpoint symbol and line move relative to the vessel symbol in response to value changes made in entry fields of the Position Offset dialog. 5 When the required new position setpoint has been entered, press the Enter button. - If Position Setpoint is selected as the centre for the Position Plot view, the new (green) position setpoint symbol is removed and the view centre jumps to the location where the new (green) position setpoint symbol was previously displayed. The vessel then starts to move to the new position and this is indicated by the the vessel symbol moving to the new centre of the Position Plot view. - If Vessel is selected as the centre for the Position Plot view, the new (green) position setpoint symbol is removed and the purple position setpoint symbol jumps to the location where the new (green) position setpoint symbol was previously displayed. The vessel then starts to move to the new position and this is indicated by the movement of the purple position setpoint symbol. - The current vessel position deviation is also displayed in the position area of the colour display (see Auto Position mode on page 2-18). 6 Close the Position Offset dialog.
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Note
Pressing the Enter button will zero the values in the Surge, Sway and Range entry fields whilst retaining the value in the Bearing entry field. Closing the Position Offset dialog will zero all values.
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Figure 81 Auto Setup dialog - Control page For full details concerning the operation and use of dialogs, see Dialogs on page 2-28. Thruster Alloc Speed See Auto Setup dialog - Control page on page 9-4. Allows you to set the wanted vessel speed for change position operations. Within the configured range the value can be increased and decreased in 0.10 metre/second or 0.1 knot steps. This is the same as the Speed entry field on the Line Setup dialog - TrackLine page (see TrackLine page on page 10-29).
Note
If the vessel speed setpoint is set to 0.0, the vessel will not change position. If the vessel speed setpoint is set to 0.0 and the vessels rotation point has been set to a position other than CG, it will not be possible to change heading.
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See Auto Setup dialog - Control page on page 11-5. See Auto Setup dialog - Control page on page 5-13.
Additional information
This speed applies only when the surge and sway axes are under automatic control. As the vessel approaches the position setpoint, the speed setpoint is reduced to zero.
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Figure 82 Sensors dialog - Draught page For full details concerning the operation and use of dialogs, see Dialogs on page 2-28. Operational Transit Manual The predefined operational draught value. The predefined transit draught value. Allows you to enter a manual draught value. Within the configured range the value can be increased and decreased in 0.1 metre or 0.1 foot steps. If you try to enter a value that is too high or too low, the value will be rejected by the system and a message, informing you about the legal range for vessel draught, displayed. Allows you to select the source (Operational, Transit or Manual) for the draught value that is to be used by the system.
Select Source
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13 POWER SYSTEM
This Chapter describes the relationship between the cPos system and the vessels power system and contains the following sections: 13.1 13.2 Power monitoring Power load monitoring and blackout prevention
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Power system
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Pitch/rpm reduction
Pitch/rpm reduction
Cd3041
TIME
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Power system
The cPos system requires the following information in order to perform blackout prevention: Generator power and breaker status Bus-tie breaker status Thruster breaker status (if more than one for each thruster) The following functions are also available: Generator Load Limitation Performs load limitation of the most loaded generator if a skew-load situation occurs on the power bus. The overload protection is achieved by reducing the pitch/rpm on the thrusters/propulsion units connected to the power bus until the most loaded generator operates within its nominal capacity. Diesel Engine Load Limitation Monitors the load on each diesel engine (fuel-rack monitoring) which drives both a generator and a controllable-pitch propeller on the same shaft. Power load is reduced by reducing the pitch setpoint on the connected propeller when the nominal engine load is exceeded. Note that this function requires an interface to the diesel engine fuel-rack reading. Diesel Engine Monitoring Monitors the load on each diesel engine (fuel-rack monitoring) which drives a controllable-pitch propeller. This function requires an interface to the diesel engine fuel-rack reading. This function is for presentation purposes only, and does not perform any load limitation. Thruster Load Monitoring (Current/Power) Monitors the current/power load on each individual thruster/propulsion unit motor. Note that this function requires an interface for the motor current/power reading.
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14 DISPLAY VIEWS
This Chapter contains descriptions of the following display views in (alphabetical order): 14.1 14.2 14.3 14.4 14.5 14.6 Position Plot view Position-reference System view Power Consumption view Sensor view Setpoint/Feedback view Thruster view
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Display views
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The compass rose is marked with degrees and the north/south and east/west geographical axes are displayed. The red portion of the north/south axis indicates the direction of north. The vessel symbol indicates the position of the vessel, relative to known reference points. The centre of gravity of the vessel is marked with a small black cross. The currently-selected rotation point is marked with a small purple circle. The size of the vessel symbol is dynamically scaled according to the selected display range. At small and large range values this vessel symbol is replaced by an unscaled vessel symbol.
Note
When changing the Posplot view to close range or long range, the vessel symbol changes from showing the correct form and dimensions of the vessel into a simplified shape with a constant size. The position setpoint symbol (coloured purple).
The position carrot that regulates smooth vessel movement is shown as a small light purple asterisk. When the position setpoint is changed, the position carrot moves towards the new setpoint. The speed of the carrots movement depends on the speed setpoint.
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Display views
The movement of the vessel with respect to the currently-selected rotation point is shown by green trace line.
The heading carrot that regulates smooth vessel movement is shown as a small light purple pointer. In this example it is placed between the heading setpoint symbol and the present heading symbol. When the heading setpoint is changed, the heading carrot moves towards the new setpoint. The speed of the carrots movement depends on the Rate Of Turn setpoint. The Range: value is the distance from centre to edge of plot (display range). The Grid: value is the spacing between grid lines. The grid line spacing is automatically adjusted when the display range is increased and decreased. The wind arrow (coloured purple) that points towards the centre of the plot to indicate a coming from direction. The arrow rotates around the compass rose to show the true wind direction (filtered measurement from the wind sensor).
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The true speed and direction of the wind (filtered measurements from the wind sensor).
The calculated sea-current arrow (coloured blue) that points towards the centre of the plot to indicate a coming from direction. The arrow rotates around the compass rose to show the true sea-current direction. This arrow is not shown when the system is in Standby mode or Autopilot mode. The speed and true direction of the sea-current. This information is not shown when the system is in Standby mode or Autopilot mode.
A transponder symbol and name for a position reference system. Transponder symbols for global position-reference systems (e.g. GPS) are not normally shown. A circle around a transponder symbol indicates that the transponder is the Reference Origin. An empty circle indicates that the Reference Origin transponder has been deselected. A transponder symbol with a capital letter M prefixed to its name indicates that the transponder is mobile. Position warning and alarm limit circles (centred on the position setpoint). With automatic surge and sway control, and with position limits enabled, these circles indicate the warning and alarm limits for position deviation. When the vessel reference point crosses the warning limit circle, a warning is given. When the vessel reference point crosses the alarm limit circle, an alarm is given.
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Display views
Heading warning and alarm limit markers (centred on the heading setpoint). With automatic yaw control, and with heading limits enabled, these markers indicate the warning and alarm limits for heading deviation. When the vessel heading crosses the warning limit, a warning is given. When the vessel heading crosses the alarm limit, an alarm is given.
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The magnitude of the crab angle setpoint. This indication is only active at high vessel speeds when a steering allocation mode is being used. This is represented graphically by the size of a green sector indicator whose value is shown at either the left or right-hand side of the indicators maximum limits. Negative values for port crab angles are shown at the right-hand side of the indicator whereas positive values for starboard are shown at the right-hand side. The colour of the sector indicator changes to orange if warning limits are exceeded and to red if alarm limits are exceeded. Track line with the vessel symbol.
Track line with course change showing waypoint two (the number 2) and the Wheel Over Point (WOP)
View controls
The view controls for the Position Plot view are as shown on the View Control dialog (see Figure 86).
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Display views
For full details concerning the operation and use of dialogs, see Dialogs on page 2-28.
Note
Changes to the values and options within this dialog have immediate effect and do not require to be activated by pressing the input wheel or confirmed by pressing the Enter button. However, the field in focus has to be de-activated (by pressing the input wheel once) before another field can be selected with the input wheel. Allows you to set the display range, i.e. the distance from the centre to the edge of the plot, in fixed steps (from 10 to 10000 metres or 32.8 to 32808.4 feet). Allows you to select the orientation (Relative or True) for the Position Plot view with respect to the option selected in the Centre field (Vessel or Position Setpoint). Relative with Vessel selected Relative display centred on the vessel. The compass rose is displayed relative to the vessel heading, while the heading of the vessel symbol is fixed. The vessel symbol is placed with the currently-selected rotation point at the centre of the display. Relative with Position Setpoint selected Relative display centred on the position setpoint. The compass rose is displayed relative to the vessel heading, while the heading of the vessel symbol is fixed. The position setpoint (required position) is placed at the centre of the display. True with Vessel selected True display centred on the vessel. The compass rose is displayed in a fixed orientation (north-up), while the heading of the vessel symbol is shown relative to the compass rose. The vessel symbol is placed with the currently-selected rotation point at the centre of the display. True with Position Setpoint True display centred on the position setpoint. The compass rose is displayed in a fixed orientation (north-up), while the heading of the vessel symbol is shown relative to the compass rose. The position setpoint (required position) is placed at the centre of the display.
Range
Mode
Centre
Allows you to select the present position of the vessel (Vessel) or the position setpoint (Position Setpoint) as the display centre of the Position Plot view. Allows you to display (On) or hide (Off) the green trace line.
Trace
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Figure 87 Position-reference System (Refsys) view Current Position Position Setpoint Reference Origin Sensor: The values for the calibrated position (from the position-reference systems) as used by the system. The wanted position for the vessel. The name of the position-reference system providing the reference origin.
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Display views
Ref. Name
The names of the position-reference systems. A unique capital letter (starting with A) is assigned to each position-reference system to make it easier to differentiate between different systems. The name of the position-reference system that is providing the reference origin is marked with an asterisk (*).
Status
The operational status of the position-reference system, which can be Calibrating, Online, Offline or Lost. If the measurements are acceptable, Calibrating or Online are displayed in green (if the last sample was received) or in orange (if the last sample was not received). If the measurements are lost, Offline is displayed in red. If the measurements are lost during calibration, Lost is displayed in red. When a position-reference system is turned off, the weight and standard deviation is set to zero, and Offline is displayed in red before the position-reference system is removed from the Position-reference system view.
Weight
A colour-coded horizontal bar that shows the weighting applied to the measurements from the position-reference system during the last second. The colour-coding is provided as an aid to easy identification. The sum of the weights for all position-reference systems with an Online status is always one (full bar). If no new update is received from the position-reference system during the previous second, the weight for the system is set to minimum (zero) and Online is shown in orange.
Raw Meas.
The value of the raw (un-compensated and untransformed) position measurement from the position-reference system as received by the system. The type of position-reference system determines how the position is displayed: Along/Stbd: (Alongships/Starboard) North/East: Latitude/Longitude: Range/Bearing: These values are colour-coded the same as their corresponding Weight bar (as an aid to easy identification).
Indicate that other position-reference systems (more than six whose names are displayed in the view are currently active.
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Display views
A vertical bargraph that shows the consumed power for a specific main bus (Main Bus A:, Main Bus B:, Main Bus C: etc.) as a percentage of the available power for that bus. The number of bargraphs shown will be automatically adjusted to reflect the vessels current power bus configuration, i.e. when it changes due to bus tie breakers being opened/closed. The height of each bargraph is scaled to represent the generator capacity of its corresponding bus. Each bargraph has a green bar and two predefined power consumption limits (one for warning and one for alarm) that are shown as dashed horizontal lines. If the lower (warning) limit (typically 60%) is exceeded the colour of the bar changes from green to orange. If the upper (alarm) limit (typically 80%) is exceeded the colour of the bar changes from orange to red. The consumed power for a main bus (in the example shown in Figure 88, Main Bus A:). The sub-buses grouped under each main bus (Main Bus A:, Main Bus B:, Main Bus C: etc.) are designated Bus 1, Bus 2, Bus 3. The available power for a main bus (in the example shown in Figure 88, Main Bus A:).
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Sensor view
The measurements from the sensors that are currently being used by the system have a white background.
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Display views
Ready
Shows if a sensor is available for use by the system. Green Red Available Not available
If a sensor is not available for use by the system, displayed in its measurement fields. Enable Green Red Heading Speed Direction Enabled Disabled
-------- is
The vessel heading as measured by the gyrocompasses. The relative wind speed and direction as measured by the wind sensors. The vessel speed and course as measured by the GPS speed sensor.
Pitch Roll
The vessel pitch and roll as measured by the vertical reference sensors. The following sign convention is used for pitch and roll: Pitch: Roll: + is bow up + is port up
The vessel alongship and athwartship speed as measured by the Doppler log speed sensor.
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Setpoint/Feedback view
Figure 90 Setpoint/Feedback (Setp/feedb) view Indicates the colour coding used on bargraphs and numerical values for Setpoint, Feedback and the Diff (difference) between them.
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Display views
Shows the thruster, propulsion unit and rudder status: Running Only displayed if the running status is available to the system. Ready Enable Available for control by the system. Enabled for control by the system (see Enabling thrusters on page 9-2).
Bargraphs and numerical values that show the thruster power setpoint and feedback (as a percentage of maximum - positive or negative), and the difference between them. Bargraphs and numerical values that show the pitch setpoint and feedback (as a percentage of maximum - positive or negative), and the difference between them. Bargraphs and numerical values that show the speed (rpm) setpoint and feedback (as a percentage of maximum - positive or negative), and the difference between them. Bargraphs and numerical values that show the thruster force setpoint and feedback (as a percentage of maximum - positive or negative), and the difference between them. Circular directional display and numerical values that show the thruster azimuth or rudder angle setpoint and feedback (in degrees), and the difference between them.
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Thruster view
Figure 91 Thruster (Thr. Main) view Graphical display (symbol) for the pitch or rpm and power load of a tunnel thruster. The pitch or rpm is indicated by a dual, two-directional bargraph. The upper (purple) bar indicates setpoint and the lower (green) bar indicates feedback. The power load is indicated by a single, green, two-directional bargraph.
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Display views
Graphical display (symbol) for the pitch, azimuth angle and rpm of an azimuth thruster. The pitch is indicated by a dual, two-directional bargraph inside the thruster symbol circle. The upper (purple) bar indicates setpoint and the lower (green) bar indicates feedback. The azimuth angle is indicated by two outwards pointing arrow heads on the circumference of the thruster symbol circle. The larger (purple) arrow head indicates setpoint and the slightly smaller (green) arrow head indicates feedback. The rpm is indicated by a dual, two-directional bargraph at the left-hand side of the thruster symbol circle. The left (purple) bar indicates setpoint and the right (green) bar indicates feedback. The text FIX is shown in orange for azimuth thrusters that use fixed azimuth angles.
Graphical display (symbol) for the pitch or rpm of a propulsion unit. The pitch or rpm is indicated by a dual, two-directional bargraph. The left (purple) bar indicates setpoint and the right (green) bar indicates feedback.
Graphical display (symbol) for the angle of a propulsion unit rudder. The rudder angle is indicated by a meter type indicator and a curved, dual, two-directional bargraph. The upper (purple) bar indicates setpoint and the lower (green) bar indicates feedback. Direction arrows containing the value of the athwartships speed, port or starboard, at the fore and aft of the vessel. The background colour of these arrows are colour-coded as follows: Pink: Port Light green: Starboard Shows the value of the heading setpoint (in degrees) when automatic heading control is selected, i.e. the yaw axis is under automatic control. This information is not shown in Joystick mode when automatic heading control is not selected. It is also not shown in Follow Target mode.
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Thruster view
Autopilot mode
When the system is in Autopilot mode, the Thruster view is modified with speed sensor, vessel speed and rudder limit information (see Figure 92).
Figure 92 Thruster (Thr. Main) view - Autopilot mode The source providing vessel speed data. If a speed sensor is selected to provide this data, an In Use check box followed by the sensors name is shown, e.g. GPS # for a GPS speed sensor and DOP # for a Doppler log speed sensor. When the sensor is providing data, the In Use check box is shown selected. If more than one speed sensor is selected, the name of the sensor with the highest priority is shown. Normally a GPS speed sensor has a higher priority than a Doppler log speed sensor.
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Display views
If no speed sensors are selected or available, the vessel speed data is provided by the vessel model and the red text Model is shown. The red colour of the text indicates that system performance is downgraded. If no speed sensors are selected or available and the system is prepared for manual speed input, then the red text Manual speed in use is shown. The red colour of the text indicates that system performance is downgraded. Direction arrow and value of the alongships speed, fore or aft, along the centre of the vessel as measured by the selected speed sensor. The type of speed output from the selected speed sensor is indicated by a single capital letter: G W Speed over the sea-bed (ground speed). Speed through the water.
If automatic heading control is not selected the Order heading field shows --------. The maximum angle that the rudders can be turned when automatic heading control is active. The maximum angle that the rudders can be turned when joystick heading control is active.
--------.
The Rudder Limits information is the same as that shown in Autopilot mode (see Automatic Yaw Control and Manual Yaw Control above).
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15 BUILT-IN TRAINER
This Chapter contains the following sections: 15.1 15.2 15.3 Trainer functions Starting-up and using the trainer Leaving the trainer
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Built-in trainer
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Figure 93 General Setup dialog - Trainer page For full details concerning the operation and use of dialogs, see Dialogs on page 2-28. Connect to Controller-groups Group Allows you to enable the trainer by connecting the operator station to the MainSimulator controller group or disable the trainer by connecting the operator station to the Main (or another relevant) controller group. This latter action returns the operator station back to normal operation. SeaCurrent Allows you to set the speed of the sea current. Within the configured range the value can be increased and decreased in 0.1 metre or 0.1 knot steps.
Environment
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Built-in trainer
SeaCurrent Dir Allows you to set the direction of the sea current. Within the configured range the value can be increased and decreased in 5 degree steps. Wind Speed Allows you to set the speed of the wind. Within the configured range the value can be increased and decreased in 1 metre or 1 knot steps. Wind Dir Allows you to set the direction of the wind. Within the configured range the value can be increased and decreased in 5 degree steps.
While the Built-in trainer is in use (i.e. as long as the operator station is connected to the MainSimulator controller group), the text SIMULATING (or other configuration-specific text) will be displayed flashing in the title bar.
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A-1
Message explanations
Add Info 2 Error type: 1: Number of receive interrupts/sec too high. 2: Number of exception interrupts/sec too high. 3: Number of both receive and exception interrupts/sec too high. 4: Interrupt turned off by application. Add Info 3 Number of interrupts handled pr. second for this system/channel. Operative recommendation Enable another position reference system / sensor. Way of detection/symptoms - Input rate too high. - Status from operating system. Possible reason - Input rate too high. - Wrong serial-line configuration; parity/ start-stop bits/ end of record/ etc. - Electrical noise. - Bad connection. - Plug badly inserted. - Faulty interface card on SBC. Possible consequences Data discarded from reference system / sensor. If no other reference system is selected, you will get position dropout after 30 seconds. TO ENABLE READING OF DATA FROM THIS REFERENCE SYSTEM THE SERIAL LINES MUST BE RESET! Corrective action - Check that all plugs are inserted correctly. - Check cabling. - Check reference system / sensor communication set-up. - Check reference system / sensor hardware.
Add Info 1 Limit Add Info 2 Range Add Info 3 None Operative recommendation Move vessel inside legal range. Way of detection/symptoms Range measurement. Possible reason Vessel outside predefined range from reference system. Possible consequences Measurements are rejected. Corrective action See Operative recommendation.
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Corrective action - None if it appears only now and then. - Check reference system setup. - Check reference system interface. - Check that all plugs are inserted correctly. - Replace SBC in DP Controller.
Add Info 3 None Operative recommendation Check SVC OS for details. Way of detection/symptoms Group alarm reported from SVC. Possible reason Check at SVC OS. Possible consequences Thruster malfunction. Corrective action Check SVC OS first.
Azimuth 1 failure
Description SVC reports a group alarm for this thruster/rudder. Message Type Alarm Message Class Thruster Add Info 1 None Add Info 2 None
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Message explanations
Add Info 2 None Add Info 3 None Operative recommendation Fully operational Way of detection/symptoms Possible reason Possible consequences Corrective action
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Way of detection/symptoms Digital input. Possible reason The ready state from thruster, propeller or rudder system not active. Error in thruster, propeller or rudder electronic, digital input interface, or cabling. Possible consequences Full station keeping is not guaranteed. Position and/ or heading alarm may come. Corrective action Start thrusters, propellers or rudder. Check ready state from thruster, propeller or rudder system. Replace digital interface card.
Message Class Thr (thrusters) Add Info 1 Pitch, Rpm, Power or azimuth. Add Info 2 Measured feedback. Add Info 3 Expected (estimated) feedback. Operative recommendation If control seems to be degraded the thruster should be switched off. Way of detection/symptoms Comparison between expected and measured feedback. Possible reason Failure in output interface, thruster control equipment or input interface. Possible consequences If feedback loop is faulty the performance will be nearly unaffected. If control loop is faulty unexpected movements may be the result. The system may use estimated feedback instead of measured feedback depending on configuration. Corrective action Check the input/ output interface. Compare measurements on display with indicators on bridge console. Replace input interface if there is considerable deviation. If not, replace appropriate output interface.
Azimuth 1 ready
Description The thruster has become ready for use on DP/TC. Message Type Info Message Class None (if Message Type is Info) Add Info 1 None Add Info 2 None Add Info 3 None Operative recommendation None Way of detection/symptoms The thruster can now be controlled by DP/TC
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Message explanations
Possible reason The thruster was started from the TC-OS, or the command for the thruster was transferred to DP/TC. Possible consequences None Corrective action None
Add Info 2 None Add Info 3 None Operative recommendation If control seems to be degraded the thruster should be switched off. Way of detection/symptoms The inputs from the triangular sine-cosine pot. meter indicates an error. Possible reason Failure in thruster feedback equipment or input interface. Possible consequences If feedback loop is faulty the performance will be nearly unaffected. Corrective action Check the input interface and the thruster feedback equipment.
CG as rotation point
Description The operator has selected centre of gravity as rotation point. Message Type Info Message Class General Add Info 1 Surge offset from CG Add Info 2 Sway offset from CG Add Info 3 None Operative recommendation Observe position deviation ,and ensure that its set to zero at the moment of entering the new rotation point. Way of detection/symptoms Software check on surge/sway offset difference. Possible reason None. Possible consequences None. Corrective action None.
Calibration OK
Description The reference system is calibrated into the system.
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Calibration error
Message Type Info Message Class Ref. Systems Add Info 1 Transponder coordinate north. Add Info 2 Transponder coordinate east. Add Info 3 Operative recommendation None Way of detection/symptoms The measurements from this reference system was stable enough during the calibration period, and is therefore accepted. Its low pass filtered values is used as transponder coordinates relative to the first reference system that was entered into the system. Possible reason Possible consequences DP system will start using this system for positioning. Corrective action None
Way of detection/symptoms The first 20 seconds after the reference system is selected, the position data received is used to find the coordinates of the reference system in the coordinate system that is established. If the variation of the data exceeds limit during this 20 seconds phase, the message is given. Possible reason - Large variation in data from the ref. system. - Environmental disturbances (air/sea) Possible consequences The DP system will start a new calibration phase for this reference system. Corrective action Consider reducing the Expected Accuracy of the reference system to the level reported in Add Info 2
Calibration offset
Description The Global position-reference system could not be calibrated due to mismatch with origin coordinate system. Message Type Alarm Message Class Ref. Systems Add Info 1 Deviation limit. Add Info 2 Add Info 3 Operative recommendation See Corrective action. Way of detection/symptoms Comparison between expected (zero latitude and longitude) and estimated transponder coordinates for Global position reference system Possible reason 1. The GPS(s) might have been turned off when a local position reference system was calibrated as origin. 2. Wrong UTM zone selected for UTM position reference system. Possible consequences The DP system will never be able to calibrate the position reference system unless the error situation is rectified. Corrective action 1. Recalibrate origin. (Disable all reference systems, select origin system which can be the same as you had before). 2. Set the correct UTM zone for UTM position reference system(s).
Calibration error
Description The variation of data from the reference system is too high during the calibration phase. Message Type Warning Message Class Ref. Systems Add Info 1 Limit (m) Add Info 2 Experienced variation of measurements (m) Add Info 3 Operative recommendation None
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Message explanations
Clock failure
Description The values read from the real-time clock was outside accept-limits. Message Type Warning Message Class General Add Info 1 None Add Info 2 None Add Info 3 None Operative recommendation None. Way of detection/symptoms When reading the real-time clock,the values are tested against accept-limits. If e.g. hour is negative or greater than 23, this message is given. Possible reason Faulty real-time clock chip or battery-backup. Possible consequences Error messages (Even this one) will have date/time which is incorrect. Corrective action -Replace battery. -Replace real-time clock, or replace SBC.
Add Info 3 Dependent on function. Operative recommendation Switch over to other computer (if any). Stop and try to restart failing computer. If error persists, turn off failing computer. Way of detection/symptoms Configuration is not consistent. Possible reason Erroneous initial configuration, disk failure. Possible consequences DP may not function properly. Corrective action Note additional information and call Kongsberg Maritime service.
Controller A stopped
Description No data received via the dual network from the controller. The controller software has probably stopped. Message Type Alarm Message Class General Add Info 1 None Add Info 2 None Add Info 3 None Operative recommendation Consider to use manual handles. Way of detection/symptoms If the computer no longer receives data blocks via the dual net,this message is given. Possible reason - The controller software has stopped. - The computers ethernet controller may be defect. - Loose net-cable, bad termination, power. Possible consequences No communication any more between computers. Could be very serious. Corrective action
Configuration error
Description Error in system parameter setup or configuration files on disk. Message Type Alarm Message Class General Add Info 1 Failing function. Add Info 2 Dependent on function.
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Add Info 1 None Add Info 2 None Add Info 3 None Operative recommendation Reduce speed or change heading if in transit/moving ,or change vessel heading if station keeping. Enable more thrusters if possible. Way of detection/symptoms Digital input from external system is read by DP. Possible reason An external system signal to the DP indicates that a demand reduction is done. (On e.g. pitch or rpm command signal) Possible consequences Position and/ or heading drift-off Position and/ or heading alarm might be activated as a consequence. Prediction errors are suppressed on this thruster as long as this message is active. Corrective action None (See oper. rec.)
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A-9
Message explanations
Possible consequences Degraded performance of DP system. Pitch is reduced on propellers to prevent blackout. Corrective action Reorganize power distribution. Enable more thrusters if possible.
Add Info 1 New draught in meter. Add Info 2 Limit (meters) in change of draught from last time message given. Add Info 3 None Operative recommendation This message is a consequence of a draught change. Check additional info 1 that the DP has the correct draught. Way of detection/symptoms The new draught is compared with last value. If the difference exceeds a limit, this message is given. Possible reason Operator input,or analog input. Possible consequences Vessel model is modified to new load condition; New mass-drag-gain is calc. Corrective action None.
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Add Info 2 Timeout - time in seconds Interface - status from operating system: 1001:Illegal command 1002:Maximum number of retransmissions reached 1003:Transmission timeout 1005:Overrun error 1006:Framing error 1007:Framing/overrun error 1008:Parity error 1009:Parity/overrun error 1010:Parity/Framing error 1011:Parity/Framing/overrun error 1012:Not enough receive buffers 1015:No ACK received 1017:Message receive error or no read/write function 1018:Illegal buffer size 1020:No more memory for system buffers 1025:Illegal channel specified 1026:Illegal configured function in IOCTL 1027:Message receive error or not IOCTL request 1028:No defined protocol in asprotocol 1030:ascreate already done Add Info 3 None Operative recommendation Enable another position reference system. Way of detection/symptoms No position received from reference system. Possible reason Timeout - No data sent from reference system. - Cable from reference system broken. Interface - Bad connection. - Plug badly inserted. - Broken interface on SBC Possible consequences No data received from reference system. If no other reference system is selected, you will get position dropout after 30 seconds.
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A-11
Message explanations
Corrective action Timeout - Check if reference system is sending data. - Check cabling from reference system. - Check that the reference system power is ok. Interface - None if it appears only now and then. - Check that all plugs are inserted correctly. - Replace SBC. - Check reference system hardware.
Possible reason - Input rate too high. - Wrong serial-line configuration; parity/ start-stop bits/ end of record/etc. - Electrical noise. - Bad connection. - Plug badly inserted. - Faulty interface card on SBC. Possible consequences Data discarded from reference system / sensor. If no other reference system is selected, you will get position dropout after 30 seconds. TO ENABLE READING OF DATA FROM THIS REFERENCE SYSTEM THE SERIAL LINES MUST BE RESET! Corrective action - Check that all plugs are inserted correctly. - Check cabling. - Check reference system / sensor communication set-up. - Check reference system / sensor hardware.
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Corrective action - None if it appears only now and then. - Check reference system setup. - Check reference system interface. - Check that all plugs are inserted correctly. - Replace SBC in DP Controller.
Message Class Ref. Systems Add Info 1 Follow target mode is not possible Add Info 2 NA Add Info 3 NA Operative recommendation Go to AUTO system mode and setup function again. Way of detection/symptoms The follow target function is not receiving adequate number of mobile transponders to perform follow target function. Possible reason - Too few mobile transponders accepted by system. - Too few mobile transponders selected by operator. Possible consequences Follow target function mode is not possible to execute. Corrective action Select other (redundant) transponders too make mode available.
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A-13
Message explanations
Possible reason Noisy measurements from target transponder(s). Possible consequences Setpoint changes are not initiated. Corrective action Consider using other target transponder(s). Increase reaction radius. Reinitialize function.
Message Class Ref. Systems Add Info 1 Transponder name Add Info 2 Possible Transponder name Add Info 3 Possible Transponder name Operative recommendation Deselect transponder if you do not want to use it when it is accepted by the system again. Way of detection/symptoms Difference between operators choice of transponders and accepted transponders in the system Possible reason Timeout on operator selected transponder Possible consequences Unknown behaviour of the selected transponder when it will be accepted by the system again. Corrective action Deselect the transponder that is rejected by the system until it is stable again.
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Add Info 2 None Add Info 3 None Operative recommendation Watch the use of thrusters. Is it reasonable? Way of detection/symptoms Software Possible reason External forces has changed direction Possible consequences Different thruster use Corrective action None, just for information.
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Message explanations
Operative recommendation Data in this nmea-telegram is not used by the DP-system. Way of detection/symptoms The checksum is not correct. Possible reason - Electrical noise. - Serial input interface. - Error in set up of the talker. Possible consequences The DP-system can not use the data in this telegram. Corrective action - Check for electrical noise. - Check the serial input interface. - Check talker-set-up.
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Message Class Reference Systems. Add Info 1 Add Info 2 Add Info 3 None. Operative recommendation Enable another position reference system. Way of detection/symptoms Status in the position data received from the GPS unit indicated invalid data. Possible reason The GPS fix is not available or invalid. Bad satellite configuration. Possible consequences Measurements are rejected. Corrective action None if it appears only now and then. If the alarm stays on constantly, check reference system.
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Message explanations
Corrective action Disable the GPS as reference system. Check out if another diff station is available. Check antennas and radio links.
Message Class Reference Systems/Sensors Add Info 1 Serial-channel number Add Info 2 Telegram-format Add Info 3 None Operative recommendation Received telegram with unknown format. Way of detection/symptoms The format of the telegram isnt configured in the format-table. Possible reason Error in configuration. Possible consequences These telegrams will be rejected by the DP-system. Corrective action If you want to use this telegram-format it has to be configured in the format-table. If not, ignore this message.
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Corrective action - Check that the connected transmitters of NMEA-telegrams operates normally.
Add Info 3 Telegram-format Operative recommendation Data in this nmea-telegram is not used by the DP-system. Way of detection/symptoms The checksum is not correct. Possible reason - Electrical noise. - Serial input interface. - Error in set up of the talker. Possible consequences The DP-system can not use the data in this telegram. Corrective action - Check for electrical noise. - Check the serial input interface. - Check talker-set-up.
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Message explanations
Corrective action Timeout - Check if reference system is sending data. - Check cabling from reference system. - Check that the reference system power is ok.
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Way of detection/symptoms Position data will start to jump and ref. system will come with warnings of prediction errors and will be rejected. Possible reason Lost differential data from diff station, radio link. Bad satellite configuration. Possible consequences This reference system will be rejected. Big jump in position data from this ref. sys. Corrective action Disable the GPS as reference system. Check out if another diff station is available. Check antennas and radio links.
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Message explanations
Possible reason Errors in the telegram-transmitter or on the serial-line. Possible consequences The buffer for receiving telegrams can be filled completely such that no more telegrams can be received. Corrective action - Check that the connected transmitters of NMEA-telegrams operates normally.
Message Class Reference Systems Add Info 1 Status: 0 - Communication failure 3 - Gyro compensation failure Add Info 2 None Add Info 3 None Operative recommendation This message means that you have lost contact with your UHF radio unit or that you are receiving uncompensated data, which again will cause position dropout if you have no other reference systems selected. Way of detection/symptoms This error is detected by a status in the data received from the DARPS unit. The status indicates that no valid position is calculated in the DARPS. Possible reason DARPS communication failure or gyro failure on FSU side. Possible consequences If no other reference system is selected, you will get position dropout after 30 seconds. Corrective action
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- Serial input interface. - Error in set up of the talker. Possible consequences The DP-system can not use the data in this telegram. Corrective action - Check for electrical noise. - Check the serial input interface. - Check talker-set-up.
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Message explanations
Possible reason - Electrical noise. - Serial input interface. - Wrong structure of the telegram on senders side. If checksum is used, its most likely wrong structure of telegram; spurious errors will be detected by checksum check. Possible consequences The DP-system can not use the data in this telegram. Corrective action - Check structure of the telegram. - Check for electrical noise. - Check the serial input interface.
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Possible reason Timeout - No data sent from reference system/sensor. Possible consequences No data received from reference system/sensor. You will get position dropout after 30 seconds if the timeout is for a POSI telegram, and no other reference system is selected. Corrective action Timeout - Check if reference system/sensor is sending data.
178339/B
A-25
Message explanations
Message Class Reference Systems. Add Info 1 Add Info 2 Add Info 3 None. Operative recommendation On the DP; Enable another position reference system. External to the DP; The GPS unit and its configuration should be checked. Way of detection/symptoms Position data format from GPS unit contains additional data qualifiers which exceed limits. Possible reason QUALITY: Differential telegram not available. SATELLITES: To few satellites. HDOP: Horizontal Dilution Of Precision is too high. UTC: Universal Time Coordinated frozen. Possible consequences Dependant on the configured filter action, measurements may be rejected. Corrective action Check reference system or adjust filter parameters.
Possible reason The GPS fix is not available or invalid. Bad satellite configuration. Possible consequences Measurements are rejected. Corrective action None if it appears only now and then. If the alarm stays on constantly, check reference system.
A-26
Kongsberg Maritime
178339/B
Message Class Reference Systems/Sensors Add Info 1 Serial channel number Add Info 2 Telegram-format Add Info 3 Field with error/Empty field Operative recommendation Data in this nmea-telegram is not used by the DP-system. Way of detection/symptoms Unknown character or format is detected in one of the fields in the telegram. Which field may be seen from ad-info 3 (The address-field is field number 0). Possible reason - Electrical noise. - Serial input interface. - Wrong structure of the telegram on senders side. If checksum is used, its most likely wrong structure of telegram; spurious errors will be detected by checksum check. Possible consequences The DP-system can not use the data in this telegram. Corrective action - Check structure of the telegram. - Check for electrical noise. - Check the serial input interface.
Way of detection/symptoms The format of the telegram isnt configured in the format-table. Possible reason Error in configuration. Possible consequences These telegrams will be rejected by the DP-system. Corrective action If you want to use this telegram-format it has to be configured in the format-table. If not, ignore this message.
178339/B
A-27
Message explanations
Message Class Sensors Add Info 1 None Add Info 2 None Add Info 3 None Operative recommendation None Way of detection/symptoms The difference between the value read from the sensor and the model value exceeds limit. This message is only given if 2 sensors are enabled. Possible reason Error in one the sensors. Speed measurements can be jumpy due to environmental condition like roll, pitch or air bubbles from cavitating propeller disturbing Doppler log. Possible consequences The system will automatically use data from the other sensor (if enabled). Corrective action Check sensor interface. If you disable the sensor, the error message will not be reported.
Way of detection/symptoms The difference between the value read from the sensor and the median of all enabled sensors exceeds limit. This message is only given if 3 sensors are enabled. Possible reason Error in one the sensors. Possible consequences Normally none, the system will automatically use data from the other sensors. Corrective action Normally none if the error message is reported occasionally. If reported often, repair sensor. If you disable the sensor, the error message will not be reported.
Gyro difference
Description Big difference between values read from two sensors. Message Type Warning (Alarm for gyro) Message Class Sensors Add Info 1 Channel Add Info 2 Sensor number 1 Add Info 3 Sensor number 2 Operative recommendation Disable erroneous sensor if this sensor can be identified. Way of detection/symptoms The difference between the values read from two sensors exceeds limit. This message is only given if there are two sensors enabled. Possible reason Error in one of the sensors. Possible consequences The system may use data from erroneous the sensor. Corrective action Normally none if the error message is reported occasionally. If reported often, check to find which of the two sensors that have the error, and if needed, repair sensor.
Gyro 1 rejected
Description Big difference between value read from one sensor and the median value of all the sensors of this kind. The data from the sensor is NOT used by the system. Message Type Warning (Alarm for gyro) Message Class Sensors Add Info 1 Channel Add Info 2 None (Sensor number for gangway) Add Info 3 None Operative recommendation None
A-28
Kongsberg Maritime
178339/B
Message Type Warning (Alarm for Gyro / VRS) Message Class Sensors Add Info 1 None Add Info 2 None Add Info 3 None Operative recommendation Enable a sensor. Way of detection/symptoms Check of operator enabled sensor. Possible reason Operator has not enabled any sensor. Possible consequences None, the system will automatically select a sensor to use. Corrective action Enable a sensor.
Possible consequences The buffer for receiving telegrams can be filled completely such that no more telegrams can be received. Corrective action - Check that the connected transmitters of NMEA-telegrams operates normally.
178339/B
A-29
Message explanations
Add Info 2 Talker-identifier Add Info 3 Telegram-format Operative recommendation Data in this nmea-telegram is not used by the DP-system. Way of detection/symptoms The checksum is not correct. Possible reason - Electrical noise. - Serial input interface. - Error in set up of the talker. Possible consequences The DP-system can not use the data in this telegram. Corrective action - Check for electrical noise. - Check the serial input interface. - Check talker-set-up.
- Cable from reference system broken. Possible consequences No data received from reference system. If no other reference system is selected, you will get position dropout after 30 seconds. Corrective action Timeout - Check if reference system is sending data. - Check cabling from reference system. - Check that the reference system power is ok.
A-30
Kongsberg Maritime
178339/B
Message Type Info Message Class Reference Systems/Sensors Add Info 1 Serial-channel number Add Info 2 Telegram-format Add Info 3 None Operative recommendation Received telegram with unknown format. Way of detection/symptoms The format of the telegram isnt configured in the format-table. Possible reason Error in configuration. Possible consequences These telegrams will be rejected by the DP-system. Corrective action If you want to use this telegram-format it has to be configured in the format-table. If not, ignore this message.
Way of detection/symptoms The table for active transponders for this reference-system is full. No more transponders can be added to this table unless a transponder became un-active. A transponder will be un-active if the DP-system doesnt receive telegrams from this transponder within a specified period. Possible reason Too many different transponder-indexes have been received on this channel during a short period. Possible consequences The telegrams with this transponder-index will be rejected. Corrective action Dont let the DP-system receive too many telegrams with different transponder-indexes during a short period.
178339/B
A-31
Message explanations
1025:Illegal channel specified 1026:Illegal configured function in IOCTL 1027:Message receive error or not IOCTL request 1028:No defined protocol in asprotocol 1030:ascreate already done Add Info 3 None Operative recommendation Enable another position reference system. Way of detection/symptoms No position received from reference system. Possible reason Timeout - No data sent from reference system. - Cable from reference system broken. Interface - Bad connection. - Plug badly inserted. - Broken interface on SBC. Possible consequences No data received from reference system. If no other reference system is selected, you will get position dropout after 30 seconds. Corrective action Timeout - Check if reference system is sending data. - Check cabling from reference system. - Check that the reference system power is ok. Interface - None if it appears only now and then. - Check that all plugs are inserted correctly. - Replace SBC. - Check reference system hardware.
Message Class Reference Systems / Sensors Add Info 1 Interrupt Add Info 2 Error type: 1: Number of receive interrupts/sec too high. 2: Number of exception interrupts/sec too high. 3: Number of both receive and exception interrupts/sec too high. 4: Interrupt turned off by application. Add Info 3 Number of interrupts handled pr. second for this system/channel. Operative recommendation Enable another position reference system / sensor. Way of detection/symptoms - Input rate too high. - Status from operating system. Possible reason - Input rate too high. - Wrong serial-line configuration; parity/ start-stop bits/ end of record/etc. - Electrical noise. - Bad connection. - Plug badly inserted. - Faulty interface card on SBC. Possible consequences Data discarded from reference system / sensor. If no other reference system is selected, you will get position dropout after 30 seconds. TO ENABLE READING OF DATA FROM THIS REFERENCE SYSTEM THE SERIAL LINES MUST BE RESET! Corrective action - Check that all plugs are inserted correctly. - Check cabling. - Check reference system / sensor communication set-up. - Check reference system / sensor hardware.
A-32
Kongsberg Maritime
178339/B
Heading dropout
Message Class Reference Systems Add Info 1 Type of telegram error Add Info 2 Expected count, (Optional) Add Info 3 Actual count, (Optional) Operative recommendation Enable another position reference system. Way of detection/symptoms An erroneous telegram received from reference system. Possible reason - Error in reference system setup. - Bad connection. - Plug badly inserted. - Electrical noise. - Defect interface in DP Controller or reference system. Possible consequences Reference system not accepted. If no other reference system is selected, you will get position dropout after 30 seconds. Corrective action - None if it appears only now and then. - Check reference system setup. - Check reference system interface. - Check that all plugs are inserted correctly. - Replace SBC in DP Controller.
Operative recommendation This is a serious alarm if youre on DP. Observe the deviation data, and go to JOYSTICK mode if the vessel drifts off too much. Way of detection/symptoms No gyro readings accepted the last 30 seconds. Possible reason No gyro ready, error in connected gyro, or error in interface between gyro and DP-system. Possible consequences The system will use the Vessel Model to estimate the vessels heading. If the weather conditions change, the vessel may drift off position after a time period of some minutes. When the HEADING DROPOUT message is reported, the system will stop any movement of the ship, and automatically set the wanted position and heading equal to actual position and heading. If only one of the clones in a dual redundant system reports heading dropout, an automatic change of master will occur. Corrective action Check if gyro is ready, if gyro is drifting or if other error messages are given indicating interface errors.
Heading dropout
Description No gyro readings received for the last 30 seconds. Message Type Alarm Message Class Pos & Head Add Info 1 None Add Info 2 None Add Info 3 None
178339/B
A-33
Message explanations
Possible consequences Gyro compass difference can not be checked. Corrective action Enable second gyro compass. Check ready signal.
Add Info 1 None Add Info 2 None Add Info 3 None Operative recommendation None Way of detection/symptoms Difference between reading from gyro and estimated heading from Vessel Model exceeds limit. Possible reason Error in connected gyro, or error in interface between gyro and DP-system. Possible consequences No updating (correction) of the Vessel Model for the ships yaw movement is done. Normally no consequences. Corrective action Check if gyro is OK or if other error messages are given indicating gyro errors.
A-34
Kongsberg Maritime
178339/B
Corrective action - Check that the connected transmitters of NMEA-telegrams operates normally.
Add Info 3 Telegram-format Operative recommendation Data in this nmea-telegram is not used by the DP-system. Way of detection/symptoms The checksum is not correct. Possible reason - Electrical noise. - Serial input interface. - Error in set up of the talker. Possible consequences The DP-system can not use the data in this telegram. Corrective action - Check for electrical noise. - Check the serial input interface. - Check talker-set-up.
178339/B
A-35
Message explanations
Corrective action Timeout - Check if reference system is sending data. - Check cabling from reference system. - Check that the reference system power is ok.
Message Class Reference Systems / Sensors Add Info 1 Serial-channel number Add Info 2 Telegram-format Add Info 3 None Operative recommendation Received telegram with unknown format. Way of detection/symptoms The format of the telegram isnt configured in the format-table. Possible reason Error in configuration. Possible consequences These telegrams will be rejected by the DP-system. Corrective action If you want to use this telegram-format it has to be configured in the format-table. If not, ignore this message.
IO config error
Description Error in configuration of the card. Message Type Warning Message Class IO Add Info 1 None. Add Info 2 None. Add Info 3 None. Operative recommendation Not operational Way of detection/symptoms An error was detected during init of the card. Possible reason Failure in IO configuration file. Possible consequences Devices connected to the erroneous card cannot be operated from the computer reporting the error. Corrective action Correct the IO configuration file.
A-36
Kongsberg Maritime
178339/B
IO input error
IO input error
Description The input value is outside configured limits. Message Type Alarm Message Class IO Add Info 1 Instrument value. Add Info 2 None. Add Info 3 None. Operative recommendation None Way of detection/symptoms The input value is compared to configured limits. Possible reason Failure in sensor. Cable breakage or short circuit. Failure in IO card in one of the PU clones. Possible consequences Sensor will not be used by DP system. Corrective action Check sensor. Check cabling. Replace the erroneous IO card.
Way of detection/symptoms Maximum number of IO-signals exceeded detected during init. Possible reason Too many IO-signals in IO-configuration file. Possible consequences The IO-system will not work. Corrective action Increase MAX_NO_SIGNALS in io_const.h or reduced number of IO-signals in IOconfiguration file.
Illegal messages
Description A message with illegal message status and/ or alarm level (alarm, warning, info) is reported.
178339/B
A-37
Message explanations
Message Type Info Message Class None Add Info 1 Sequence number of the erroneous message. Add Info 2 None Add Info 3 None Operative recommendation None Way of detection/symptoms Possible reason Possible consequences None. The erroneous message is corrected (to set_msg and/ or info) and passed through the system. Corrective action None
Possible consequences DP may not function properly. Corrective action Note additional information and call Kongsberg Maritime service.
Insufficient thrust
Description Insufficient thrust. Message Type Warning Message Class Thr (thrusters) Add Info 1 SURGE (None, if Add info not configured) Add Info 2 SWAY (None, if Add info not configured) Add Info 3 YAW (None, if Add info not configured) Operative recommendation Enable more thrusters or propellers for DP if possible. Way of detection/symptoms Comparison between demanded and obtained thrust. Possible reason Insufficient number of thrusters/ propellers enabled. Possible consequences Full station keeping is not guaranteed. Position and/ or heading alarm may come. Corrective action Enable more thrusters or propellers for DP.
A-38
Kongsberg Maritime
178339/B
Operative recommendation Transfer command to another command-location. Way of detection/symptoms Joystick readings outside legal range. Possible reason Electrical failure, short circuit or cable breakage. Possible consequences The Joystick will not function in Axis concerned, reading from Joystick will be set to zero. Corrective action - Check Joystick wirings, power supply, etc. - Replace Joystick / Panel.
Message Class Ref. Systems Add Info 1 COMMUNICATION - Actual ATWC has lost communication with taut wire unit. LENGTH - Wire length measurements are not valid for actual ATWC. GYRO - Actual ATWC does not have valid gyro measurements. TENSION - Actual ATWC does not have a valid tension measurements. Add Info 2 None Add Info 3 None Operative recommendation Check if actual taut wire performs correctly. Way of detection/symptoms Self-diagnostic in ATWC. Possible reason Possible consequences Actual taut wire cant be used. Corrective action Check ATWC and taut wire unit.
LTW 1 estimate
Description The ATWC has reset its estimate. Message Type Warning Message Class Ref. Systems Add Info 1 None Add Info 2 None Add Info 3 None Operative recommendation If the taut wire is OK it should be accepted again in the DP after an automatic recalibration of taut wire measurements. Way of detection/symptoms Diagnostics in ATWC. Possible reason Possible consequences A recalibration of taut wire.
LTW 1 error
Description Actual ATWC cant be used as reference system. Message Type Warning
178339/B
A-39
Message explanations
Corrective action
Operative recommendation Way of detection/symptoms Measured tension Possible reason See Operation and Maintenance Manual for the Taut Wire. Possible consequences Measurement from Taut Wire is not used by DP. Corrective action
A-40
Kongsberg Maritime
178339/B
Operative recommendation Way of detection/symptoms Digital input Possible reason See Operation and Maintenance Manual for the Taut Wire. Possible consequences Corrective action
Add Info 1 None Add Info 2 None Add Info 3 None Operative recommendation Way of detection/symptoms Digital input. Possible reason Mooring wire tension is not obtained. Error in Taut Wire electronics, digital input interface, or cabling. Possible consequences Measurement from Taut Wire is not used by DP. Corrective action
178339/B
A-41
Message explanations
Add Info 1 None Add Info 2 None Add Info 3 None Operative recommendation In case of overspeed, excessive roll, pitch or heave movement can be reduced by selecting other vessel heading. In case of overload, check hydraulic pump and electrical-motor system. Way of detection/symptoms Digital input Possible reason See Operation and Maintenance Manual for the Taut Wire. Possible consequences Measurement is not used by DP. Corrective action
LTW 1 status
Description Taut Wire status warning. Message Type Warning Message Class Reference Systems Add Info 1 None Add Info 2 None Add Info 3 None Operative recommendation Select another reference system as backup. Way of detection/symptoms Digital input. Possible reason Error in Taut Wire electronics, digital input interface, or cabling. Too much vessel roll, pitch or heave. See Operation and Maintenance Manual for the Taut Wire. Possible consequences Measurement from Taut Wire is degraded, position measurements not trustworthy. Corrective action Turn ships heading to decrease roll, pitch and heave. Proceed to fault finding in the Taut Wire system.
LTW 1 timeout
Description Connection between ADP and ATWC is lost. Actual ATWC cannot be used. Message Type Alarm Message Class Ref. Systems Add Info 1 None Add Info 2 None Add Info 3 None Operative recommendation Disable actual taut wire. Way of detection/symptoms Too long time since last received net message from actual ATWC.
A-42
Kongsberg Maritime
178339/B
Possible reason Problems in ATWC. Possible consequences Measurements from this ATWC is not available for the ADP. Corrective action Check actual ATWC.
Add Info 2 None Add Info 3 None Operative recommendation None. Way of detection/symptoms One or more of the ATWCs transmitted a not valid taut wire identification. The ADP software may only receive data from 4 ATWCs. Possible reason Error in ATWC software. Possible consequences None. ADP software just dont use this message. Corrective action Check ATWCs
178339/B
A-43
Message explanations
Message Type Info Message Class PANEL Add Info 1 Explanatory text. Add Info 2 Explanatory text. Add Info 3 Explanatory text. Operative recommendation None. Way of detection/symptoms Software check. Possible reason -there are no thrusters enabled in the bow. -there are no thrusters enabled in the aft of the vessel. -yaw or sway control is enabled. -manual rotational control is not enabled for this system mode. Possible consequences Not possible to enable manual rotational point. Corrective action None.
Operative recommendation Monitoring of VRS can be enabled in related forms. Way of detection/symptoms See Description Possible reason Environmental conditions. Sensor error. Possible consequences Depending on actual limit and condition. Corrective action None
A-44
Kongsberg Maritime
178339/B
Message Type Warning Message Class General Add Info 1 Number of expected blocks Add Info 2 Number of received blocks Add Info 3 None Operative recommendation None. Way of detection/symptoms If the computer no longer receives a certain data block via the dual net, this message is given. Possible reason -The computers ethernet controller may be defect. -Loose net-cable, bad termination, power. Possible consequences If the problem is locally in one computer only, there will be no consequences concerning keeping the vessel in position. Corrective action Check net connections.
178339/B
A-45
Message explanations
Add Info 3 None Operative recommendation Identify unknown computer. Way of detection/symptoms Packet received from unknown computer. Possible reason Invalid configuration. Possible consequences Unpredictable. Corrective action - Identify unknown computer. - Check configuration.
A-46
Kongsberg Maritime
178339/B
Message Type Info Message Class General. Add Info 1 Explanatory text Add Info 2 None Add Info 3 None Operative recommendation None. This message is a consequence of an external input from a system engineer. Way of detection/symptoms Receive software got new command,and read ascii syspar from disc. Possible reason External equipment command. Possible consequences Vessel model is modified to new data;New mass-drag-gain is calc. Corrective action None.
178339/B
A-47
Message explanations
Operative recommendation None. Way of detection/symptoms Software check. Possible reason See above. This is a software configuration problem only. Possible consequences No idle force will be applied on pullingpushing thrusters. Corrective action Change software configuration.
Message Type Alarm Message Class Ref. Systems Add Info 1 None Add Info 2 None Add Info 3 None Operative recommendation Consider to enable a new reference system or to disable all reference systems in order to avoid a random selection of new origin reference system. Way of detection/symptoms Possible reason No reference systems accepted. Possible consequences The system will use the Vessel Model to estimate the vessel position and velocity. If the rejected position reference systems have corrupted the DP model, the vessel might be quickly forced off position. If the DP model still is OK and the external conditions change, the vessel may drift off position after a time period of some minutes. Corrective action See Operative recommendation.
A-48
Kongsberg Maritime
178339/B
Possible consequences The system will use the Vessel Model to estimate the vessels position and velocities. If the external conditions change, the vessel may drift off position after a time period of some minutes. Corrective action See Operative recommendation.
Add Info 2 Add Info 3 Operative recommendation Restart OS. Way of detection/symptoms The equipment server does not respond properly Possible reason - OS is dead. - Equipment server stopped, or is hanging. - Error in network connections Possible consequences The system may no longer be operated from the actual OS, depending on the reason for the message. Corrective action None
178339/B
A-49
Message explanations
Add Info 2 None Add Info 3 None Add info 4 : None Operative recommendation None. Way of detection/symptoms Nothing received from a PCU station. Possible reason Hardware net interface problems. Possible consequences Unable to control thrusters. Corrective action - Check PCU station. - Replace the PCU SBC. -Check cabling / connections.
A-50
Kongsberg Maritime
178339/B
-Replace the SBC which reported this message. -Check cabling / connections.
Add Info 1 None Add Info 2 None Add Info 3 None Operative recommendation This is a serious alarm if youre on DP. Go to JOYSTICK mode if the vessel drifts off too much. Way of detection/symptoms No reference systems enabled, or no position measurements received or accepted by the system during the last 30 seconds. Possible reason High variance of position measurements, error in reference systems, or error in interface to reference system. Also an influence of unknown external forces might cause the Vessel Model to differ to much from the position measurements, which again causes prediction error. Possible consequences The system will use the Vessel Model to estimate the vessels position and velocities. If the external conditions change, the vessel may drift off position after a time period of some minutes. When the POSITION DROPOUT message is reported, the system will stop any movement of the ship, and automatically set the wanted position equal to actual position. If only one of the clones in a dual redundant system reports position dropout, an automatic change of master will occur. Corrective action Check for errors in connected ref. systems, or interface between DP-system and ref. system.
Position dropout
Description No reference systems enabled, or no position measurements received or accepted for the last 30 seconds. Message Type Alarm Message Class Pos & Head
178339/B
A-51
Message explanations
Add Info 3 None Operative recommendation - Set heading of ship against current. - Enable more propellers for DP. - Check for wrong position measurement from used reference systems. Way of detection/symptoms See Description. Possible reason Insufficient thrust to maintain heading against wind/wave forces. Possible consequences Depending on vessels operation mode. Corrective action Enable more propellers for DP, or use system selected heading if in AUTO-mode to reduce power consumption.
A-52
Kongsberg Maritime
178339/B
Add Info 2 None Add Info 3 None Operative recommendation Avoid critical situations where your poweruse is critical, until the error is corrected. Way of detection/symptoms Analog input of generator current and thruster pitch is checked against programmed max/min el. power limits. Possible reason Erroneous input of thruster, generator or bus switches. Error in analog input interface or cabling. Possible consequences The power management system will no longer function properly. You might experience that demand-reductions are done/not done correctly. Corrective action Replace appropriate input interface. If you are certain that the thruster pitch and generator el. power feedbacks are ok, this should do the job. If not, a rescaling of one of these will be necessary.
Operative recommendation Check the current indicated by the generator ampere-meter. Compare this reading with the analog feedback signal from the generator to the computer. Way of detection/symptoms The measured generator power has a value outside allowed limits. Possible reason Failure in analog input interface or cabling. Or the feedback level has been changed,so that the DPs internal scaling and bias factors are no longer correct. Possible consequences The power management system might no longer function properly, and this again might result in faulty pitch-reductions. Corrective action Replace appropriate input interface. Rescaling of generator feedback parameters.
178339/B
A-53
Message explanations
Operative recommendation None Way of detection/symptoms Thruster was enabled. Possible reason The operator had enabled for auto enabling of thrusters. Possible consequences None. Corrective action None.
Propeller 1 failure
Description SVC reports a group alarm for this thruster/rudder. Message Type Alarm Message Class Thruster Add Info 1 None Add Info 2 None Add Info 3 None Operative recommendation Check SVC OS for details Way of detection/symptoms Group alarm reported from SVC. Possible reason Check at SVC OS Possible consequences Thruster malfunction Corrective action Check SVC OS first
A-54
Kongsberg Maritime
178339/B
Add Info 2 None Add Info 3 None Operative recommendation Check SVC OS for details Way of detection/symptoms Configured AIM/SVC alarm Possible reason Check at SVC OS Possible consequences Corrective action Check SVC OS first
Add Info 2 Measured feedback. Add Info 3 Expected (estimated) feedback. Operative recommendation If control seems to be degraded the thruster should be switched off. Way of detection/symptoms - The measured feedback has a value greater than maximum or less than minimum allowed value. - Feedback short circuit or open loop. Possible reason Failure in output interface, thruster control equipment or input interface. Possible consequences If feedback loop is faulty the performance will be nearly unaffected. If control loop is faulty unexpected movements may be the result. The system will use estimated feedback instead of measured feedback. Corrective action Check the input/ output interface. Compare measurements on display with indicators on bridge console. Replace input interface if there is considerable deviation. If not, replace appropriate output interface.
178339/B
A-55
Message explanations
Possible consequences Possible difference in setpoint/feedback. Corrective action Check SVC configuration.
Message Class None Add Info 1 None Add Info 2 None Add Info 3 None Operative recommendation None. Way of detection/symptoms Thruster in DP or joystick control while in Power Mode. Possible reason The operator selected thruster for DP or joystick control while in Power Mode. Possible consequences The vessel movement may be unpredictable. Corrective action Turn off Power Mode for thruster.
A-56
Kongsberg Maritime
178339/B
Add Info 2 None Add Info 3 None Operative recommendation None Way of detection/symptoms The thruster can now be controlled by DP/TC Possible reason The thruster was started from the TC-OS, or the command for the thruster was transferred to DP/TC. Possible consequences None Corrective action None
Propeller 1 ready
Description The thruster has become ready for use on DP/TC. Message Type Info Message Class None (if Message Type is Info) Add Info 1 None
178339/B
A-57
Message explanations
Add Info 2 Error type 1-Invalid data 2-Range only (invalid bearing) 3 to 8- Reserved Add Info 3 None Operative recommendation Check Radius system for further details, consider to disable the target Way of detection/symptoms This error is detected by a status in the data received from the RADIUS unit. Possible reason Failure in Radius equipment, or target outside normal operational range Possible consequences If no other RADIUS target is available or another reference system is selected, you will get position dropout after 30 seconds. Corrective action
A-58
Kongsberg Maritime
178339/B
Corrective action
Add Info 2 Limit of accepted standard deviation. Add Info 3 Operative recommendation Way of detection/symptoms The variance of the position measurements from the system is continuously calculated. If the variance from one system exceeds a limit, the warning is given. Possible reason Error in the reference system, or its interface to the DP-system. Environmental disturbances (air/sea) Possible consequences The use of this reference system can degrade DP performance. Corrective action Check status on position reference system.
178339/B
A-59
Message explanations
Message Type Warning Message Class Ref. Systems Add Info 1 Limit of standard deviation. Add Info 2 Actual standard deviation. Add Info 3 Operative recommendation None Way of detection/symptoms The standard deviation of the position measurements from the system is continuously calculated. If the standard deviation from a system exceeds a limit, the warning is given. Possible reason - Error in the reference system, or its interface to the DP-system. - Environmental disturbances (air/sea) Possible consequences Reference system is rejected. Corrective action None if only intermittent.
Add Info 3 Operative recommendation Check if the median test detected the correct failure. (i.e. one or more of the other systems might have failed). Consider monitoring state, disable / recalibrate for failed system. Way of detection/symptoms See Description. Possible reason - Error in the reference system, or its interface to the DP-system. - Environmental disturbances (air/sea) Possible consequences Model might follow a failed reference system. Corrective action None
A-60
Kongsberg Maritime
178339/B
Reference origin
Add Info 3 Operative recommendation Check reference system Way of detection/symptoms Position measurements does not change over time. Possible reason Error in reference system or in the interface in the DP system. Possible consequences Reference system is no longer used. Corrective action Deselect reference system.
Reference origin
Description The reference system is from now on used as the origin of the coordinate system. Observe that this system will be ref. origin until ALL systems are deselected again. However,this system is not being treated as a more important or better ref. sys. by the DP than the other systems. It only concerns the coordinate system. Message Type Info Message Class Ref. Systems Add Info 1 Vessel-position relative to ref. sys.,north coordinate. Add Info 2 Vessel-position relative to ref. sys.,east coordinate. Add Info 3 Operative recommendation None Way of detection/symptoms The measurements from this reference system is the first one accepted by DP. Possible reason Possible consequences None Corrective action None
178339/B
A-61
Message explanations
Message Type Warning Message Class Reference Systems / Sensors Add Info 1 Serial-channel number Add Info 2 None Add Info 3 None Operative recommendation Way of detection/symptoms The frequency of receiving telegrams is alarming high. Possible reason Errors in the telegram-transmitter or on the serial-line. Possible consequences The buffer for receiving telegrams can be filled completely such that no more telegrams can be received. Corrective action - Check that the connected transmitters of NMEA-telegrams operates normally.
Way of detection/symptoms Position data format from GPS unit contains additional data qualifiers which exceed limits. Possible reason QUALITY: Differential telegram not available. SATELLITES: To few satellites. HDOP: Horizontal Dilution Of Precision is too high. UTC: Universal Time Coordinated frozen. Possible consequences Dependant on the configured filter action, measurements may be rejected. Corrective action Check reference system or adjust filter parameters.
A-62
Kongsberg Maritime
178339/B
Way of detection/symptoms The format of the telegram isnt configured in the format-table. Possible reason Error in configuration. Possible consequences These telegrams will be rejected by the DP-system. Corrective action If you want to use this telegram-format it has to be configured in the format-table. If not, ignore this message.
Rudder 1 failure
Description SVC reports a group alarm for this thruster/rudder. Message Type Alarm
178339/B
A-63
Message explanations
Message Class Thruster Add Info 1 None Add Info 2 None Add Info 3 None Operative recommendation Check SVC OS for details Way of detection/symptoms Group alarm reported from SVC. Possible reason Check at SVC OS Possible consequences Thruster malfunction Corrective action Check SVC OS first
Possible consequences If feedback loop is faulty the performance will be nearly unaffected. If control loop is faulty unexpected movements may be the result. The system will use estimated feedback instead of measured feedback. Corrective action Check the input/ output interface. Compare measurements on display with indicators on bridge console. Replace input interface if there is considerable deviation. If not, replace appropriate output interface.
A-64
Kongsberg Maritime
178339/B
Message Type Alarm Message Class Thr (thrusters) Add Info 1 Rudder limit Add Info 2 None Add Info 3 None Operative recommendation Check rudder position, rudder pumps. Way of detection/symptoms Rudder angle reading. Possible reason -Rudder out of position. -Rudder pumps not started. Possible consequences Full station keeping is not guaranteed. Position and/or heading alarm may come. Corrective action Set rudder in neutral position.
Possible consequences If feedback loop is faulty the performance will be nearly unaffected. If control loop is faulty unexpected movements may be the result. The system may use estimated feedback instead of measured feedback depending on configuration. Corrective action Check the input/ output interface. Compare measurements on display with indicators on bridge console. Replace input interface if there is considerable deviation. If not, replace appropriate output interface.
Rudder 1 ready
Description The thruster has become ready for use on DP/TC. Message Type Info Message Class None (if Message Type is Info) Add Info 1 None Add Info 2 None Add Info 3 None Operative recommendation None Way of detection/symptoms The thruster can now be controlled by DP/TC Possible reason The thruster was started from the TC-OS, or the command for the thruster was transferred to DP/TC. Possible consequences None Corrective action None
178339/B
A-65
Message explanations
Add Info 1 None Add Info 2 None Add Info 3 None Operative recommendation If control seems to be degraded the thruster should be switched off. Way of detection/symptoms The inputs from the triangular sine-cosine pot. meter indicates an error. Possible reason Failure in thruster feedback equipment or input interface. Possible consequences If feedback loop is faulty the performance will be nearly unaffected. Corrective action Check the input interface and the thruster feedback equipment.
Corrective action - Use another operational mode e.g. JOYSTICK. - Increase surge demand or increase AZI/RUD limit.
A-66
Kongsberg Maritime
178339/B
Way of detection/symptoms No speed sensor selected or ready. Possible reason No speed sensor selected or ready. Possible consequences Position dropout if estimated speed is wrong. Corrective action Enable speed sensors if applicable.
Message Class Sensors Add Info 1 None Add Info 2 None Add Info 3 None Operative recommendation None Way of detection/symptoms The difference between the value read from the sensor and the model value exceeds limit. This message is only given if 2 sensors are enabled. Possible reason Error in one the sensors. Speed measurements can be jumpy due to environmental condition like roll, pitch or air bubbles from cavitating propeller disturbing Doppler log. Possible consequences The system will automatically use data from the other sensor (if enabled). Corrective action Check sensor interface. If you disable the sensor, the error message will not be reported.
178339/B
A-67
Message explanations
Possible reason Sensor is not ready, or an error is detected by the sensors own BITE (Built In Test Equipment). Possible consequences None, if you have more than one of this sensor. Corrective action None
A-68
Kongsberg Maritime
178339/B
Possible reason Problems when copying ASCII files. Possible consequences System parameters not copied properly. Corrective action
178339/B
A-69
Message explanations
Operative recommendation Switch from DP to Manual control. Way of detection/symptoms Software. Possible reason The file doesnt exist in the expected directory, or the file properties doesnt allow reading the file. Possible consequences System parameters not read properly. System may become unstable and controller may stop. Corrective action Try to reset controller. Call Kongsberg Maritime service.
Message Class System Add Info 1 Explanatory text. Add Info 2 None Add Info 3 None Operative recommendation None Way of detection/symptoms Software Possible reason The file doesnt exist in the expected directory, or the file properties doesnt allow writing to the file. Possible consequences System parameters not written properly. Corrective action
A-70
Kongsberg Maritime
178339/B
Operative recommendation None. Way of detection/symptoms Thruster in DP or joystick control while in Power Mode. Possible reason The operator selected thruster for DP or joystick control while in Power Mode. Possible consequences The vessel movement may be unpredictable. Corrective action Turn off Power Mode for thruster.
178339/B
A-71
Message explanations
Message Type Alarm Message Class Thr (thrusters) Add Info 1 None Add Info 2 None Add Info 3 None Operative recommendation Start thrusters or propellers. Way of detection/symptoms Digital input. Possible reason No thrusters or propellers are running. The ready state from thruster or propeller system not active. Error in thruster or propeller electronic, digital input interface, or cabling. Possible consequences Cannot perform any DP function. Corrective action Start thrusters or propellers. Check ready state from thruster, propeller or rudder system. Replace digital interface card.
Possible reason - Messages not acknowledged. - Too many error conditions detected. Possible consequences New messages are ignored! Corrective action - Correct cause for alarms - Acknowledge messages
Tunnel 1 failure
Description SVC reports a group alarm for this thruster/rudder. Message Type Alarm Message Class Thruster Add Info 1 None Add Info 2 None Add Info 3 None
A-72
Kongsberg Maritime
178339/B
Operative recommendation Check SVC OS for details Way of detection/symptoms Group alarm reported from SVC. Possible reason Check at SVC OS Possible consequences Thruster malfunction Corrective action Check SVC OS first
Add Info 2 None Add Info 3 None Operative recommendation Fully operational Way of detection/symptoms Possible reason Possible consequences Corrective action
178339/B
A-73
Message explanations
Message Type Warning Message Class Thruster Add Info 1 None Add Info 2 None Add Info 3 None Operative recommendation None Way of detection/symptoms Feedback from SVC is read and decoded. Possible reason The thruster is configured as a power controlled unit but feedback from SVC indicates that its not in power mode. Possible consequences Possible difference in setpoint/feedback. Corrective action Check SVC configuration.
Possible reason The ready state from thruster, propeller or rudder system not active. Error in thruster, propeller or rudder electronic, digital input interface, or cabling. Possible consequences Full station keeping is not guaranteed. Position and/ or heading alarm may come. Corrective action Start thrusters, propellers or rudder. Check ready state from thruster, propeller or rudder system. Replace digital interface card.
A-74
Kongsberg Maritime
178339/B
Add Info 1 None Add Info 2 None Add Info 3 None Operative recommendation None. Way of detection/symptoms Thruster controlled in Power Mode. Possible reason The operator selected Power Mode. Possible consequences Thruster controlled in Power Mode. Corrective action None.
Corrective action Check the input/ output interface. Compare measurements on display with indicators on bridge console. Replace input interface if there is considerable deviation. If not, replace appropriate output interface.
Tunnel 1 ready
Description The thruster has become ready for use on DP/TC. Message Type Info Message Class None (if Message Type is Info) Add Info 1 None Add Info 2 None Add Info 3 None Operative recommendation None Way of detection/symptoms The thruster can now be controlled by DP/TC Possible reason The thruster was started from the TC-OS, or the command for the thruster was transferred to DP/TC. Possible consequences None Corrective action None
178339/B
A-75
Message explanations
Operative recommendation The thruster should be switched off. Way of detection/symptoms The thruster is ready but not running. Possible reason Failure in thruster feedback equipment or input interface. Possible consequences No feedback force will be calculated for the thruster. Corrective action Check the input interface and the thruster feedback equipment.
Message Class Sensors Add Info 1 None Add Info 2 None Add Info 3 None Operative recommendation None, if not the sensor is the only one of this type. Way of detection/symptoms Read of a signal from the sensors own health circuits. Possible reason Sensor is not ready, or an error is detected by the sensors own BITE (Built In Test Equipment). Possible consequences None, if you have more than one of this sensor. Corrective action None
UPS failure
Description Digital input indicating a UPS failure. Message Type Alarm Message Class Power Add Info 1 None Add Info 2 None Add Info 3 None Operative recommendation Check UPS. Way of detection/symptoms Digital input. Possible reason -Power input to UPS missing. -UPS breakdown, internal UPS error. Possible consequences Generally the consequences are serious. Corrective action The vessel should not be on DP.
VRS 1 rejected
Description Big difference between value read from one sensor and the median value of all the sensors of this kind. The data from the sensor is NOT used by the system. Message Type Warning (Alarm for gyro) Message Class Sensors Add Info 1 Channel Add Info 2 None (Sensor number for gangway) Add Info 3 None Operative recommendation None Way of detection/symptoms The difference between the value read from the sensor and the median of all enabled sensors exceeds limit. This message is only given if 3 sensors are enabled. Possible reason Error in one the sensors.
A-76
Kongsberg Maritime
178339/B
VRS difference
Possible consequences Normally none, the system will automatically use data from the other sensors. Corrective action Normally none if the error message is reported occasionally. If reported often, repair sensor. If you disable the sensor, the error message will not be reported.
Message Class Sensors Add Info 1 None Add Info 2 None Add Info 3 None Operative recommendation Enable a sensor. Way of detection/symptoms Check of operator enabled sensor. Possible reason Operator has not enabled any sensor. Possible consequences None, the system will automatically select a sensor to use. Corrective action Enable a sensor.
VRS difference
Description Big difference between values read from two sensors. Message Type Warning (Alarm for gyro) Message Class Sensors Add Info 1 Channel Add Info 2 Sensor number 1 Add Info 3 Sensor number 2 Operative recommendation Disable erroneous sensor if this sensor can be identified. Way of detection/symptoms The difference between the values read from two sensors exceeds limit. This message is only given if there are two sensors enabled. Possible reason Error in one of the sensors. Possible consequences The system may use data from erroneous the sensor. Corrective action Normally none if the error message is reported occasionally. If reported often, check to find which of the two sensors that have the error, and if needed, repair sensor.
178339/B
A-77
Message explanations
Operative recommendation Disable erroneous sensor if this sensor can be identified. Way of detection/symptoms The difference between the values read from two sensors exceeds limit. This message is only given if there are two sensors enabled. Possible reason Error in one of the sensors. Possible consequences The system may use data from erroneous the sensor. Corrective action Normally none if the error message is reported occasionally. If reported often, check to find which of the two sensors that have the error, and if needed, repair sensor.
Wind difference
Description Big difference between values read from two sensors. Message Type Warning (Alarm for gyro) Message Class Sensors Add Info 1 Channel Add Info 2 Sensor number 1 Add Info 3 Sensor number 2
A-78
Kongsberg Maritime
178339/B
Message Type Warning Message Class Sensors Add Info 1 Sensor number (1, 2, 3, ..) Add Info 2 None Add Info 3 None Operative recommendation Investigate draught and wind sensor. Way of detection/symptoms Check draught settings, and wind sensor height. Possible reason Draught measurement (or input) is wrong. Wind sensor height is not configured right. Possible consequences Wind compensation may be inaccurate. Corrective action Correct draught. If wind sensor is in use change to a different sensor.
Possible consequences The buffer for receiving telegrams can be filled completely such that no more telegrams can be received. Corrective action - Check that the connected transmitters of NMEA-telegrams operates normally.
178339/B
A-79
Message explanations
Add Info 3 Telegram-format Operative recommendation Data in this nmea-telegram is not used by the DP-system. Way of detection/symptoms The checksum is not correct. Possible reason - Electrical noise. - Serial input interface. - Error in set up of the talker. Possible consequences The DP-system can not use the data in this telegram. Corrective action - Check for electrical noise. - Check the serial input interface. - Check talker-set-up.
Possible consequences No data received from reference system. If no other reference system is selected, you will get position dropout after 30 seconds. Corrective action Timeout - Check if reference system is sending data. - Check cabling from reference system. - Check that the reference system power is ok.
A-80
Kongsberg Maritime
178339/B
Message Type Info Message Class Reference Systems/Sensors Add Info 1 Serial-channel number Add Info 2 Telegram-format Add Info 3 None Operative recommendation Received telegram with unknown format.
Way of detection/symptoms The format of the telegram isnt configured in the format-table. Possible reason Error in configuration. Possible consequences These telegrams will be rejected by the DP-system. Corrective action If you want to use this telegram-format it has to be configured in the format-table. If not, ignore this message.
178339/B
A-81