312401b K Chief 500 Operator Manual AMS PCS PMS

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with Process Control and Power

Management

Operator Manual

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Rev. B March 2009 Major revision. Refer to P&I BKJ01-2007/1530.

The reader

This Operator Manual describes how to use the K-Chief 500 Alarm and Monitoring System with Process Control and Power Management controls and display facilities. It is intended for system operators. He/she should be experienced in the operation of alarm and monitoring systems and have basic knowledge of personal computers or should have attended a Kongsberg Maritime training course.

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.

Comments

To assist us in making improvements to the product and to this manual, we welcome comments and constructive criticism. e-mail: [email protected] Bekkajordet P.O.Box 1009 N-3194 Horten, Norway Kongsberg Maritime AS Telephone: +47 33 03 20 00 Telefax: +47 85 02 80 28 www.kongsberg.com

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Admonitions

The following admonitions found throughout this manual mark special messages to alert the user of specific information concerning of the personnel, the equipment or the process.

WARNING

Text set off in this manner provides a warning notice that failure to follow the directions in this WARNING can result in bodily harm or loss of life and/or extensive damage to equipment.

Caution

Text set off in this manner provides a warning notice that failure to follow the directions in this CAUTION can result in damage to equipment.

Note

Text set off in this manner presents clarifying information or specific instructions pertinent to the immediate instruction.

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Glossary

ACK Acknowledge

ALC Alarm & Control Panel

AMS Alarm and Monitoring System

BIST Built In System Test

BWMS Bridge Watch Monitoring System

CAN Controller Area Network

CCR Cargo Control Room

CRP Control Room Panel

DG Diesel Generator

dPSC Dual Process Segment Controller

DPU Distributed Processing Unit

ER Engine Room

ECR Engine Control Room

EMC Electromagnetic Compatibility

EMD European union Maritime Directorate

EMI Electromagnetic Immunity

ESD Electrostatic Discharge

GND Ground (module 0 V reference)

GUI Graphic User Interface

IACS International Association of Class Societies

ID Inner Diameter

IEC International Electrotechnical Commission

IMO International Maritime Organisation

INP Input Panel

I/O Input/Output

KM Kongsberg Maritime

LAN Local Area Network

LCD Liquid Crystal Display

LED Light Emitting Diode

MCT Multi-cable Transit System

MOS Midi Operator Station

NC Normally Closed

NO Normally Open

OD Outer Diameter

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PCS Process Control System

PDO Process Data Object

PDS Process Data Segment

PE Protective Earth

PEC Parallel Earthing Conductor

PLC Programmable Logic Controller

PMS Power Management System

PS Process Station

PSO Power Switch Over Module

PSS Process Segment Starcoupler Module

RAi Remote Analogue Input Device

RAi TC Remote Analogue Input Device for Thermo Couple

RAo Remote Analogue Output Device

RDi Remote Digital Input Device

RDo Remote Digital Output Device

RIO Remote I/O

SG Shaft Generator

STP Shielded Twisted Pair

TCP Touch Control Panel

UMS Unmanned Machinery Space

UPS Uninterruptible Power Supply

USB Universal Serial Bus

UTC Universal Time Coordinated

UTP Unshielded Twisted Pair

VCC Voltage Converter Controller

WBU Watch Bridge Unit

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Alarm list terms

Analogue

sensors

Grad Gradient alarm. The input signal is changing rapidly.

High High alarm. When the input signal is higher than a set limit.

Hi-Hi High-High alarm. When the input signal is higher than a set limit.

IFH Instrument failure high alarm. Used for example when a 4 to 20

mA current loop is giving more than 20 mA.

IFL Instrument failure low alarm. Used for example when a 4 to 20

mA current loop is giving less than 4 mA.

Inhib Inhibit. The input signal has been inhibited to avoid unnecessary alarms, such as when the main engine is stopped.

Low Low alarm. When the input signal is lower than a set limit.

Lo-Lo Low-Low alarm. When the input signal is lower than a set limit.

Offsc Offscan alarm. Indicates that the input signal is not checked for alarm situations and is not measured any more.

Digital sensors

Broken The wiring to the sensor has an open-circuit.

Closed The switch is closed, such as “valve closed”.

Inhib Inhibit. The input signal has been inhibited to avoid unnecessary alarms, such as when the main engine is stopped.

Offsc Offscan alarm. Indicates that the input signal is not checked for alarm situations.

Open The switch is open, such as “valve open”.

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1 INTRODUCTION

1.1 Purpose

The purpose of this Operator Manual is to present the information required to operate the Kongsberg K-Chief 500 Alarm and Monitoring System.

The purpose of this Operator Manual is to present the information required to operate the Kongsberg K-Chief 500 Alarm and Monitoring System with Process Control and Power Management.

The manual includes the following main chapters: • System description

– This chapter presents a general introduction to the K-Chief 500 Alarm and Monitoring System.

• Unit descriptions

– This chapter presents a technical description of the K-Chief 500 system units.

• User interface

– This chapter presents all the elements of the user interface. • Getting started

– This chapter explains how to use the basic control functions of the K-Chief 500 system.

• Operational procedures, Alarm and Monitoring System

– This chapter contains step-by-step procedures for operation of the Alarm and Monitoring System for all Operator Station types.

• Operational procedures, Bridge Watch Monitoring System – This chapter contains step-by-step procedures for operation

of the Bridge Watch Monitoring System. • Operational procedures, Process Control System

– This chapter contains step-by-step procedures for operation of the Process Control System for all Operator Station types.

• Operational procedures, Power Management System

– This chapter contains step-by-step procedures for operation of the Power Management System for all Operator Station types.

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• Maintenance

– This chapter explains how to keep the system in good working order and what to do if the system fails.

Note

The K-Chief 500 is a modular system, consisting of standard main units as Operator Stations, Operator Panels and processing and I/O units. For a specific project configuration, the choice and quantities of items may vary and may depend on ship and class.

Important

Windows NT, Windows 2000, Windows XP and Windows are either registered trademarks or trademarks of Microsoft Corporation in the United States and/or other countries.

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1.2 Safety rules

Note

Kongsberg Maritime’s health and safety system must be adhered to at all times.

WARNING Fire

If a fire condition arises, emission of toxic fumes can be anticipated from burning insulation, printed circuit boards and similar.

WARNING Health hazards

Do not inhale dust when cleaning the interior of the system. The dust is a temporary health hazard, depending on individual allergies. Kongsberg Maritime disclaims any responsibility for damage or injury caused by improper installation, use or maintenance of the equipment.

Caution

Electrostatic sensitive devices

Certain semiconductive devices used in this equipment are liable to damage due to static voltages. Observe all precautions for handling of semiconductive sensitive devices.

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2 SYSTEM DESCRIPTION

2.1 System overview

The K-Chief 500 is an Alarm and Monitoring System with Process Control and Power Management. Modular design allows flexibility in configuring the system to individual requirements, covering the whole range from low complexity alarm systems to highly integrated alarm and monitoring systems with advanced process control. Sub-systems can include all or any combination of the following:

• Alarm and monitoring system • Auxiliary control system • Power management system • Cargo control system • Propulsion control

• Ballast automation system • HVAC (air conditioning) • Anti-heeling

• Reefer monitoring • Fire system

• Main Engine monitoring system

Note

This manual only describes the K-Chief 500 used as an Alarm and Monitoring System.

Note

This manual describes the K-Chief 500 Alarm and Monitoring System with Process Control and Power Management.

The system is based on Kongsberg Maritime’s unified automation concept, where each individual ship configuration is built up using standard modules communicating on CAN and LAN networks. The K-Chief 500 is configurable for all ship types, including oil and gas tankers, bulk carriers, passenger vessels, container and Ro-Ro vessels, reefers and other special purpose vessels.

The main purpose of the system is to give ship’s officers all the basic alarms and status information they require in order to maintain safe and efficient operation of the machinery and other relevant equipment.

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K-Chief 500 complies with the requirements of IMO, local maritime authorities, IACS, and eleven classification societies. It is designed to meet the classification societies requirements for periodically unmanned engine room operation. The system conforms to all rules and regulations, and all modules are type approved. The system incorporates the latest advances in hardware and software technology. K-Chief 500 is also developed to strict military quality standards.

Refer to Typical small K-Chief 500 system (oil tanker) on page 20 and Typical large K-Chief 500 system (gas tanker) on page 21 for a principal overview of the K-Chief 500 system.

The K-Chief 500 system can be a stand-alone system, but it may also be interfaced with other systems. Examples of systems are shown in the list underneath.

• K-Gauge – The K-Gauge is a cargo monitoring and control system which is a highly integrated system incorporating level gauging, temperature and pressure monitoring, valve and pump control.

• K-log – The K-Log Electronic Logbooks are designed to replace the traditional paper logbooks. K-Log supports event based recording of data related to navigation, engine watch, port calls and other operational activities.

• Auto Chief C20 – The Auto Chief C20 is a propulsion control system which can be adapted to various engines.

• Main Engine monitoring system – The ME monitoring system monitoring the conditions of Main Engine; Bearing Wear alarm handling, Cylinder Liner temperature and detections of scuffing of piston wall, main bearing temperature, x-head bearing and crank bearing temperature, Torque measurements, Water In Oil Detection. The Main Engine monitoring is under constant development to meet the modern requirements of such a system.

• FleetMaster – The FleetMaster enables continuous access to primary vessel data both on board the vessel and from ashore. • Voyage data recorder – The main purpose of our Voyage Data Recorder (VDR) the Maritime Black Box MBB® is to record and store relevant ship’s data and allow reconstruction of ship incidents at sea.

• External VDR

• Serial interface to external systems — for instance a fire system or a level gauging system.

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2.2 K-Chief 500 system diagrams

Figure 1 Typical small K-Chief 500 system (oil tanker)

(vs06 0222f ) OS h p 1 92 5 Au t o 1 2 WBU WCU WCU WCU WCU WCU WCU WCU

Accommodation Wheelhouse Engine Control Room

Process Area OS h p 1 92 5 Au t o 1 2 h p 1 92 5 Au t o 12 Printer CRP OS Switch Dual LAN DPU Instrument driver

Serial gateway for propulsion control system

DPU Rotating light and horn PMS modules to be installed in MSB / ESB DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU dPSC MOS 16 DPU Cabinet with dPSC DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU dPSC MOS 16 DPU Cabinet DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU MOS DPU DPU DPU DPU DPU DPU DPU DPU 8 DPU Cabinet Dual CAN dPSC MSI12 Serial line RS-422 CEG CEG

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Figure 2 Typical large K-Chief 500 system (gas tanker) (v s 060222i ) OS hp 1 92 5 A u t o 1 2 WBU WCU WCU WCU WCU WCU WCU WCU

Accommodation Wheelhouse Engine Control Room Cargo Control Room

Engine Room Process Area Cargo Process Area

OS hp 1 92 5 A u t o 1 2 hp 1 92 5 A u t o 1 2 Printer CRP OS OS hp 1 92 5 A u t o 1 2 OS hp 1 92 5 A u t o 12 hp 1 92 5 A u t o 12 Printer CRP OS Dual LAN DPU Instrument driver

Serial gateway for propulsion control system

Routing of tags between Engine Room and Cargo

segments DPU Rotating light and horn 16 DPU Cabinet with dPSC DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU dPSC MOS 16 DPU Cabinet DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU MOS PMS modules to be installed in MSB / ESB DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU dPSC MOS 16 DPU Cabinet with dPSC DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU dPSC MOS 16 DPU Cabinet DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU DPU MOS DPU DPU DPU DPU DPU DPU DPU DPU 8 DPU Cabinet Dual CAN DPU Rotating light and horn dPSC dPSC Dual CAN Serial line RS-422 Serial line RS-422 MSI12 MSI12 Switch CEG CEG Switch CEG CEG

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2.3 Design principles

2.3.1 System components

The K-Chief 500 is a modular system that allows us to meet individual ship owner’s requirements using standard modules. The main building blocks of the K-Chief 500 are:

• Operator Stations (OS)

– Their main functions are to receive alarms and to allow monitoring and control of the system. They can display mimic diagrams, allow control of the Watch Calling System and print various logs. They also enable the operator access to Distributed Processing Units for inspection of variables, remote operation of equipment adjustment of parameters etc.

• Midi Operator Stations (MOS)

– Their main functions are to allows alarm indication, process control and power management. The Midi Operator Station is a multipurpose Operator Station designed to be placed anywhere on the ship, even out on deck. For small alarm systems it can be the only Operator Station.

• Operator Panels (CRP/INP/ALC/TCP)

– Their main functions are to act as status and command panels for the Operator Stations. They also include a keypad for entering number values into the system and/or a trackball for controlling cursor position on the Operator Station screen.

• Watch Bridge Units (WBU)

– Their main functions are to indicate engine room alarms on the bridge while in bridge control and to accept the transfer of machine watch responsibility to and from the bridge. • Watch Cabin Units (WCU)

– Their main functions are to indicate engine room alarms in the engineer on duty’s cabin and in the public quarters while in bridge control.

• Distributed Processing Units (DPU)

– Their main functions are to monitor analogue or digital sensors and to provide analogue and digital output to different devices. A number of different Distributed Processing Units are available to meet specific control and monitoring applications.

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• Dual redundant Local Area Network (LAN)

– The LAN is used for communication between the Operator Stations and other PC based equipment. Each unit is connected to two completely separate Local Area Networks for maximum redundancy.

• Dual redundant Controller Area Network (CAN) – The CAN is used for communication between the

Distributed Processing Units. Each unit is connected to two completely separate CAN-buses for maximum redundancy. • Dual Process Segment Controller (dPSC)

– The dPSC is a dual two channel CAN gateway. In most cases the two channels are working in parallel on redundant CAN lines. The main function of the dPSC is to process messages from the a local CAN-bus segment and send them on the global process bus, where they are available for other dPSCs and System Gateways.

• Process Segment Starcoupler (PSS)

– The PSS is used to segment the CAN-bus so that a short circuit or broken line in one segment will not affect the functions in the other segments.

• System Gateway (SGW)

– The SGW connects two CAN lines to two Local Area Network lines. The main purpose is to receive messages from the two process buses running CAN, and update the main Operator Station database.

Different selections of these units are used to configure each individual system. K-Chief 500 is a fully microprocessor-based system. It is decentralised for safety and ease of installation, but operation is centralised using Operator Stations (OS).

2.3.2 Decentralized system architecture

The heart of the K-Chief 500 system is the small family of different intelligent I/O units called Distributed Processing Units. These communicate with each other on a redundant high capacity process-bus. All monitoring and automation functions are carried out by the Distributed Processing Units, while the centralised Operator Stations provide the Man Machine Interface. Each Distributed Processing Unit type has a specific capacity in number and type of analogue or digital input and output channels. The number of channels varies from 8 to 32.

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alarm functions, some control functions, some safety functions or any combination of these. This makes it easy to separate automation system functions.

The process-bus used for communication between the Distributed Processing Units in the K-Chief 500 system is the Controller Area Network (CAN) bus. The CAN-bus has a very high reliability. For systems with a high number of Distributed Processing Units or for other design reasons, System Gateways (SGW) may be added to the CAN network. These units provide the necessary segregation of the automation system between for instance the different sections of an alarm and monitoring system. The System Gateways do not lower system performance or limit the possibilities for locating operator stations.

The K-Chief 500 is designed to accept both a “grounded” or a “floating” earth installation. The latter installation method is required by SOLAS Regulation 45 for some vessels types. Floating earth allows coexistence with other systems and ground leakage detection.

The Distributed Processing Units have been designed for immunity against single failures. Each Distributed Processing Unit has an internal three-way galvanic isolation between power, communication and input/output channels. If a unit fails, this will not affect the power source, communication bus or damage the sensors. The Built In System Test (BIST) will detect the error and warn the operator. Failures to the process-bus, cabling or connected sensors will also be detected by the Built In System Test.

Exchange of a faulty Distributed Processing Unit can be done without turning the power off the K-Chief 500. The procedure is simply to disconnect and remove the faulty unit, and then mount and reconnect a replacement. The operator then requests the system to replace the module, software is automatically down-loaded and the Distributed Processing Unit starts operating. All Distributed Processing Unit types have been qualified according to the latest revision of the IACS E10 test procedure, satisfying the requirements for placement in the most demanding locations. All Distributed Processing Units can be mounted directly on diesel engines or similar locations without shock absorbers. Only Ingress Protection (IP) may be needed. The Distributed Processing Units are CE marked as required for some European Union flagstate vessels. They also meet the requirements to use the “Wheel Mark” defined by the European Union Maritime Directive (EMD), satisfying all the new Electromagnetic Compatibility (EMC) requirements.

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2.3.3 Centralized operation

The K-Chief 500 system is operated through a number of Operator Stations. These are normally located in the Engine Control Room. Additional stations may be located in the Wheelhouse, Cargo Control Room, Damage Control Room, Ship’s Office or other parts of the vessel. The Operator Stations are normally connected to the Distributed Processing Units trough a Dual Redundant Control Area Network.

The Operator Stations are fitted with colour graphic displays and are operated through a purpose built Operator Panel. The Operator Stations provides the operator with a number of standard display pictures containing information about the engine and surrounding equipment. Control of any of the Distributed Processing Units can be performed from the Operator Stations. Full monitoring and alarm facilities are provided in both the machinery space and the Engine Control Room.

Advanced facilities can also be provided for unmanned

machinery space, and the Watch Calling system allows automatic calling of duty engineers. This allows both the machinery space and the Engine Control Room to be safely left unmanned, while the machinery watch is carried out from the Bridge.

All Operator Stations are Windows based personal computers, type approved for maritime use. They work in parallel; none of them acts as master. All are interconnected via the dual redundant local area network. Although every Operator Station is identical, access to vital functions may be configured differently. The control availability is defined by extensive use of software password access. Some Operator Stations, such as units located in the Ship’s Office, are normally used for monitoring only. These units will not allow acknowledgement of alarms or execution of control commands. All general information such as monitoring of alarms, trends and graphics are available for inspection. Changing a limit or parameter on one Operator Station will automatically update all other Operator Stations. All operator actions, such as the starting or stopping of a pump or the changing of an alarm limit, are logged and time tagged (optional).

Whenever a variable or state changes significantly the Distributed Processing Units update the database in each of the Operator Stations. This means that data displayed at any Operator Station is always up-to-date. There is no need to request data each time the operator wishes to inspect a variable. As a result of this, the data traffic on the process bus and the Local Area Network is kept to a minimum, giving extremely fast data access.

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here. They include functions for automatic down-loading of parameters to the Distributed Processing Units at commissioning time or when a Distributed Processing Unit is replaced.

Configuration control of the K-Chief 500 systems is taken care of by an automatic version update at any change of the engineering database or the application software. The system logs all changes made. Version numbers and additional information can at any time be individually inspected for each K-Chief 500, as required by the major classification societies. Our commissioning editor (SeaMate) is used to configure or modify the functionality of the K-Chief 500 and is used to generate “as-built documentation”. The local area network included as part of K-Chief 500 system can interface with personal computers for remote monitoring and even with other external computer systems.

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2.4 Alarm system

2.4.1 Alarms

Alarm groups

All alarms and monitored values are divided into alarm groups. Each alarm group is displayed on the left side of the Operator Station screen when the Navigator image is displayed. The

Navigator is an image which is shown when theHOMEbutton on

the Control Room Panel is pushed. The Navigator image makes it easy to navigate to the wanted information in the K-Chief 500 system. For more information on the Navigator please see

Navigator on page 86 .

Alarm types

Alarm detection for analogue signals

The following functions are included: • Instrument failure alarms

• Low-low process alarms with or without action (slow-down) • Low process alarms

• High process alarms

• High-high process alarms with or without action (slow-down) • Return to normal detection with dead-band to avoid alarm

fluctuations

• Adjustable filters to remove fluctuations in the incoming signals

• Time delay of alarm triggering and return to normal messages

Alarm detection for on/off (two state) signals

The following functions are included: • High process alarms (open or closed) • Return to normal detection

• Time delay of alarm triggering and return to normal messages

Alarm detection for on/off signals with line check

The following functions are included: • High process alarms (open or closed) • Line broken alarm

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Inhibit alarm

Some alarms are conditional and will be inhibited when a specified condition is present. This function is accomplished by defining a signal as an inhibit source for a specified alarm or a specified group of alarms. An adjustable time delay is available to extend the inhibit situation for each signal.

Alarm state indication

The four last alarms detected by the system will be indicated in the lower right corner of the colour graphics display. The alarm tag, description and state will be displayed. The following states are used by the system:

• On/off signal open contact alarm: OPEN • On/off signal closed contact alarm: CLOSED • On/off signal broken alarm: BROKEN • On/off signal short alarm: SHORT

• Analogue signal instrument failure, signal value outside low range: IFL (Instrument Failure Low)

• Analogue signal instrument failure, signal value outside high range: IFH (Instrument Failure High)

• Analogue signal high alarm: HIGH • Analogue signal low alarm: LOW • Analogue signal high-high alarm: HI-HI • Analogue signal low-low alarm: LO-LO

• On/off or analogue sensor taken out of scanning: OFFSC • On/off or analogue signal return from alarm: RETURN • On/off or analogue signal return from alarm: INHIBIT

Alarm text colour

Different colours have been used to visually distinguish between the alarm states. The meaning of the different colours is listed below:

• Normal state: GREEN

• Alarm state, not acknowledged: RED with asterisk (*) • State changed from not acknowledged to normal: RED • Alarm state, acknowledged: YELLOW

• Alarm state, inhibited: BLUE

• Not updated or invalid values: ORANGE

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Alarm and monitoring displays

There are several display pages for presenting alarms and monitored values. The alarm pages comprise:

• Alarm group display page

• Alarm summary page, containing a list of all active alarms • Alarm history page, containing a consecutive list of

time-stamped alarms The monitoring pages include:

• Group display containing a list of all measuring points within an alarm group

• Selected points display (and logging facility)

• Tag details, giving detailed information about each measuring point in the system

2.4.1.1 Alarm acknowledge

It is possible to acknowledge alarms while a mimic window, alarm group or alarm summary is displayed. Alarm acknowledgement for separate or group alarms displayed on the screen is done through a single push. It removes the alarm text in the Alarm window (down to the right on the display), and changes the colour on the alarm text in the list views.

2.4.1.2 Sound off

It is possible to make the alarm sound silent after it has notified an alarm. This is done by a single push on the sound off button. The alarm text in the Alarm window (down to the right on the display) is not changed by pushing the button.

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2.5 System functions, Alarm and Monitoring

System

2.5.1 Engine exhaust gas temperature

monitoring

The K-Chief 500 exhaust gas monitoring system calculates the deviation between the individual cylinders and the average value of all cylinders. An alarm is given if the deviation exceeds the acceptable limit. Alarm limits are continuously calculated based on the engine load. The dead-band is set narrower as the engine load increases.

Individual variations due to different exhaust piping and sensor locations for each cylinder are taken into account. Individual calculations for each cylinder bank are made when relevant. The maximum number of cylinders for each engine or cylinder bank is 16. As the average temperature is used as reference for the deviations, it is necessary to correct the temperature of each cylinder to get the same temperature in all cylinders as reference. This correction is done when running the engine at full load. When the average temperature is below a preset value, the deviation alarm is blocked.

2.5.2 Trend monitoring

The K-Chief 500 automatically records selected measurements, and stores them for use in the trend monitoring system. This system can display recorded and present data for all variables as curves. The trend monitoring system is a part of the Operator Station and consists of two trend displays: Short trend and Long trend. Please see How to make your own short trend display on page 162 and How to make your own long trend display on page 176 for more details.

2.5.3 Fuel performance system (optional)

The fuel economising system is a tool to monitor fuel consumption and assess the efficiency of the propulsion

machinery. To study performance parameters momentary values are available. Accumulated fuel consumption and propeller shaft power such as for a voyage can be displayed and printed for reporting.

Calculations are based on the Distributed Processing Units making continuous measurements. The following sensor data are required:

• Fuel oil flow for each propulsion engine • Both input and output flow must be measured • Fuel oil temperature for all input and output flows

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• Running signal for each propulsion engine • Shaft power (torque) for each propeller shaft • Ship speed

Based on these measurements the following performance parameters are calculated:

• Momentary fuel consumption for each engine in kg/hrs • Total momentary fuel consumption in kg/hrs

• Hull efficiency in kg/nm

• Engine efficiency for each engine in g/kWh • Shaft power for each shaft in MW

• Total shaft power in MW

Fuel consumption and power output is calculated over the voyage period. Accumulated data includes:

• Duration of voyage in hours • Distance travelled in nautical miles

• Accumulated fuel consumption for each main engine in tons • Total accumulated fuel consumption in tons

• Accumulated propeller shaft power in for each shaft in MWh • Total accumulated propeller shaft power in MWh

Accumulated values can be reset by the operator. When doing so, the accumulated values are printed (a post voyage report). All fuel economising measurements and calculations are available as a display window on any of the Operator Stations.

2.5.4 Running hours and counters

To improve the maintenance plan and to decide which components need overhauling, it is important to know the running hours for each component. The K-Chief 500 running hours function keeps track of the running hours for selected pumps, fans, compressors, purifiers, generators etc., and present the result to the operator on demand.

Any status signal interfaced to the K-Chief 500 can be used to count running hours. Two separate counter functions are available:

• Counter for total active running hour • Lap counter

A table containing all parameters and their running hour values can be printed on demand. Values can be manually reset when units have been overhauled. When required, adjustments can be

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Figure 3 Counter display

2.5.5 Tank display

The K-Chief 500 system has an optional tank level monitoring system. It has different types of standard tank displays:

• Cargo tank density display • General tank display

• Level/ullage correction display • Ship display

Cargo tank density display

It displays density calculations and different parameters. The following information is provided for each tank:

• Input number for the tank • Name of the actual tank • Type of tank content

• American Petroleum Institute (API) density • Density in vacuum at 15ºC

• Density in air at 15ºC

• Density in air at specified temperature T [ºC]

• Temperature T [ºC] at which the density above is given • Change in density (air) for a change in temperature of 1ºC • Positive value if density is increasing by drop in temperature • Density at actual temperature

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General tank display

The purpose of this display is to show the result of tank calculation for ballast-, fuel oil and miscellaneous tanks. The following information is provided for each tank:

• Input number for the tank • Name of the tank

• Type of tank content

• Actual level corrected for specific gravity, sensor offset, trim and list

• Actual volume in percent of full tank • Actual volume in cubic meter

• Specific gravity at actual temperature • Weight in metric tonnes

Level correction display

This display shows the parameters used for ullage and level correction calculations for each tank. The purpose of this display is to give the user a possibility to see the parameters used for the correction. Information provided in the display:

• Input number for the tank • Name of the actual tank • Type of tank content

• Measured ullage or level before corrections (this value will be displayed at the corresponding DPU if connected)

• Specific gravity at actual temperature (left blank if ullage measuring)

• Sensor height above lowest point of tank (left blank if ullage measuring)

• Longitudinal correction for level sensor location (left blank if trim tables)

• Transverse correction for level sensor location

• Actual ullage or level corrected for specific gravity, sensor offset, trim and list

Ship display

It displays the following:

• Display of own ship’s main data • Total tank content display • Draught and trim display

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2.5.6 Engine monitoring

Kongsberg Engine Monitoring Systems consist of bearing monitoring components covering Bearing Wear, Water in Oil, Temperature of all bearings and additional measuring points like: Cylinder liner, exhaust gas temperature ,Torque measurement Software and system components are common with K-Chief 500 and AutoChief C20, allowing integration and joined support. Data transfer via CAN bus is the base for easy communication with other Kongsberg systems.

Bearing Monitoring

The Kongsberg Bearing Monitoring Systems consist of the PS-10 Bearing Wear Monitoring, Sentry Wireless

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Sensors. In combination these solutions will give the most optimal monitoring of crosshead, crank and main bearing wear/temperature on 2-stroke engines.

In a modern large bore two-stroke diesel engine, the reliability, particularly for critical components are vital. All major engine manufacturers continually work to maintain and improve reliability of existing and future machines in spite of i.e. higher output demands. In this picture bearing monitoring is important. The reason for this is firstly that constant monitoring of operating conditions and performance increases the chance of detecting a developing problem at an early stage. Secondly, experience has showed that some components fail most frequently shortly after an inspection, due to incorrect reassembly, foreign particles being introduced etc. Finally, servicing a part only when necessary reduces the owner’s maintenance costs.

Both the Kongsberg Bearing Wear Monitoring and the Kongsberg Bearing Temperature Solutions have the function of predicting a bearing damage before it becomes critical. The systems will provide the crew with an early warning if any of the crank train bearings (crosshead-, crank- and main bearings) has an unexpected bearing problem during service. By providing advanced warning of impending problems, the consequential damage to crankshafts and connecting rods may be avoided. In addition the following advantages might be obtained by installing Kongsberg Bearing Monitoring Solutions;

• Extended time between “open up” intervals of bearings • Reduction of insurance costs

The above benefits will call for individual discussions with the relevant Classification Society / Insurance Company.

Bearing Wear Monitoring

The Bearing Wear Monitoring system predicts bearing wear in large two-stroke diesel engines, before it becomes critical. The system will provide an early warning if any of the three crank-train bearings (crosshead-, crank- and mean bearing) experience unexpected problems during ship operation. The Bearing Wear sensor is based on a high quality magnetic sensing element. The measurements take place every time the crosshead passes Bottom Dead Centre (BDC). Engine speed is measured continuously to compensate for engine loads and rpm. The Kongsberg BWM system complies with MAN specifications on all points. This includes Alarm log, short –and long term trend and data storage over more than 5 years. These functions

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Sentry; Wireless temperature monitoring

Sentry is designed to monitor the temperature of crank pin-and crosshead bearings in diesel engines. These bearings can experience rapid temperature changes during damage development. The sensors are designed to give immediate response to the monitoring system.

The measurement system is based on radar technology with passive sensors without need of an external power source. A low energy and high frequency radar pulse is transmitted to the Sentry Wireless Sensor via the Sentry Stationary Antenna. When the sensor passes the antenna, the radar pulse is picked up and reflected back to the Sentry Signal Processing Unit. The shape and characteristics of the reflected pulse determine the temperature of the sensor, i.e. the bearing temperature. The processing unit software calculates the temperature and transmits this to the engine control and monitoring system.

The installation of the stationary antenna related to the sensor is flexible and non-critical.

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Main Bearing temperature

Custom designed main bearing temperature sensors can be fitted into any type of 2-stroke diesel engines. The sensors are mounted on the main bearing girder with the tip of the sensor in direct contact with the bearing shell. The sensor measures the combined temperatures of the bearing shell and of the lubrication oil that flows from the bearing.

Cylinder Liner Temperature

The Cylinder Liner Monitoring system measures temperatures in the upper part of the cylinder liner 5-6 mm from the inner surface, thus monitoring the piston running performance in operation. Increased friction between the piston rings and the cylinder liner creates an elevated temperature level, leading to abnormal wear and eventually to piston breakage.

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Scuffing monitoring and alarm

The added Kongsberg software and system components provide detection of cylinder liner scuffing. Scuffing occurs at sub-alarm level temperatures and is recognized by fluctuation temperature readings. When scuffing is detected, an alarm is given for the related cylinder.

Scuffing control

When scuffing is detected an alarm is given for the related cylinder. An output is then given to the cylinder lubrication system that will increase the amount of cylinder lubrication oil to normalize the condition of the given liner. This function is only available in combination with the MAN Diesel Alpha lubricator.

Water in oil detection

The quality of the lubrication oil is critical. Only a small content of water reduces the oils ability to lubricate the bearings. When the water content is high enough for the water to segregate from

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the oil a rapid corrosive process of the bearings will occur. The life time of a Tin/Aluminium bearing may be reduced to only a few hours. This measuring point has become standard on all new MAN Diesel engines.

MetaPower torque monitoring

The intention of MetaPower system is to enable the ship owner to optimize the operation parameters of the ship, i.e. to maintain or increase the speed with less consumption of fuel. This is carried out by measuring exact power transferred to the propeller(s) during the trimming procedure.

MetaPower is based on a patented LASER technology. The principle is as follows:

An IR beam is transmitted from the processing unit (8) through optical fibre (3). In the optical forks (6) and (7) placed in a distance of around 1 m from each other, the light will be pulse modulated by the coding wheels (1) and (2). The modulation will depend on the shaft speed and torque. The signal is received in the processing unit, processed and displayed as rpm, torque and power on system level.

The processing unit may via serial communication, analogue or digital outputs be connected to the automation system.

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2.6 System functions, Bridge Watch Monitoring

System

2.6.1 About the Bridge Watch Monitoring

System

The Bridge Watch Monitoring System serves the following purposes:

• Central bridge alarm panel provides visual and audible alarms and warnings. These are initiated by systems and individual navigation equipment serving primary bridge functions.

• Bridge watch monitoring feature for detection of unattended bridge or operator disability based on interval checking. • Alarm transfer to specific locations outside the bridge

to alert and call the master and back-up navigator(s), automatically initiated in case the bridge alarms are not attended to or an operator disability is detected.

• Call back-up navigator for purpose of manual and instant initiation of alarm transfer from bridge for alert and call of master and back-up navigator(s).

2.6.2 About bridge watch alarms

The Bridge Watch Monitoring Systems generates a prewarning and an alarm when the interval timers have expired.

• Prewarning: Prewarnings are only given on the bridge. – 30 seconds before the alarm timer expires, a prewarning

lamp starts flashing.

– 15 seconds before the alarm timer expires, a prewarning buzzer starts sounding.

• Alarm: The alarm is configurable to sound between 3 and 12 minutes after the last alarm-timer reset. To reset the alarm timer, push:

– Any external sound off button

– Any key on the Bridge Watch Monitoring panel The alarm is given as follows:

• When the alarm timer has expired in the captains and back-up officers quarters.

• After an additional delay called “Last stage delay”. The alarm is given in the captain’s and all navigating officer’s quarters and in public areas. The “Last stage delay” is configurable between 0 and 3 minutes.

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2.7 System functions, Process Control System

All data acquisition, signal conditioning, signal scaling and process control is performed by each individual Distributed Processing Unit. This solution guarantees that local operation is available even if the Operator Stations are not functioning.

2.7.1 Stand-by pumps

General

Pump control is located in the Distributed Processing Units. Remote control is available from the Operator Stations in two ways:

• Through the stand by pump display (mimic diagrams). • Through a (mimic) diagram included in the monitoring and

control system.

Stand by start at low pressure

When the pressure drops below the set limit the stand by pump automatically starts. The limit may be adjusted if an analogue sensor is used.

Inhibit stand by start

Starting of the stand by pump is blocked after a blackout or at a group start, until the pressure has been built up. The stand by logic can also be inhibited by an external condition, such as “main engine stopped”, “aux engine stopped” or a similar condition.

Restart after blackout

Some units have to be automatically restarted after a blackout. These units are included in a start sequence. The delay time defined in the Distributed Processing Unit’s pump logic determines the start sequence. The operator can adjust the sequence timing.

Group start of pumps

Remote controlled pumps can be started in sequence.

Alarms from the stand by pump logic

• Stand by start alarm • Auto start fail or trip

• Non stand by alarm (indicates that a stopped pump is no longer in stand by mode).

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Limits: All limits are downloaded from the Operator Station as

part of its database. The limits may be adjusted at the Operator Station or the Midi Operator Station.

Configuration: To maintain redundancy in a two or three pump

system, the signals from the motor starters and the process are normally routed to different Distributed Processing Units. This configuration allows the system to work even if one of the Distributed Processing Unit fails. The stand by pump logic is also active when the Operator Station is down.

2.7.2 Valve control

General

Valve control is located in the Distributed Processing Units. Remote control is available through the displays on the Operator Stations.

Valve Types

Single Acting Valve: This valve type is controlled by one digital

output signal. The valve-position (closed or open) is given by the signals by one or two limit switches.

Double-Acting Valve: This valve type is controlled by two

digital output and two input signals. The valve is opened or closed by pulsing a relay.

Double-Acting Valve with Position Control: This valve type

is controlled by two digital outputs; two digital inputs and an analogue input signal. The valve position is set within a defined dead band by pulsing a relay.

Additional functions

In addition, the following functions are available as part of the valve control system:

• Pulsed output.

• Automatic closing of a set of valves. • Automatic opening or closing of valves.

• Close on an analogue setpoint, using deadband.

• Low-level Auto CLOSE Valve, remote OPEN/CLOSE function. Close when a “low level” switch opens.

• Automatic OPEN/CLOSE of Valve Remote OPEN/CLOSE function. Close when a “low level” switch opens.

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2.7.3 PID controllers

The PID controller system is a set of software modules located in the appropriate Distributed Processing Unit. All combinations of PID controllers are available. Cascade control is accomplished by connecting two controllers together. The PID controllers can be configured from the Operator Station or the Midi Operator Station. The following parameters are available:

• Tuning parameters (gain, integration time and derivation time) • Controller setpoint

• Output mode (true control mode, AUTO, or valve position control mode, SEMIAUTO)

• Controller types (P, PI, PD or PID) • Selection of input and output signal type • Input and output channel number

• Sampling time

2.7.4 Compressor control

The compressor control system is a set of software modules located in the appropriate Distributed Processing Unit. The main purpose is to maintain the air receiver pressure at a constant value. This function includes remote manual and automatic start and stop of compressors, restart after blackout and automatic drain control.

The compressor control system communicates with the Operator Station or the Midi Operator Station and can be monitored or controlled from here.

2.7.5 Purifier control

The purifier control system is a set of software modules located in the appropriate Distributed Processing Unit. The purifier control program is specially written to operate Alfa Laval’s self cleaning oil purifiers, and includes operation of the following equipment: • Crude oil booster pump (optional)

• Crude oil temperature controller • Purifiers

• Sealing valves • Discharge valves

The equipment may be controlled from the Operator Station or the Midi Operator Station. Purifier configuration is selected manually by operating different by-pass valves directly. The

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display by showing the oil path as green lines. Purifier no. 1 will always run as purifier, whereas purifier no. 2 may be selected to run as purifier or clarifier.

2.7.6 Boiler control

The boiler control system is a set of software modules located in the appropriate Distributed Processing Unit. The program consists of a standard PID controller and is adaptable to different types of boilers. The boiler control system uses fail checking extensively, and employs a program for controlled shut down, and provides visible alarms.

Boiler system parameters are available on the Operator Station or the Midi Operator Station. All parameters are found in the steam system display. System information such as alarms and analogue values are part of the normal K-Chief 500 alarm and monitoring system. The boiler control involves total control of the following equipment:

• Fuel oil stand-by pumps • Burner motor

• Fuel pre-heater • Nozzles

• Ignition unit • Air damper

• Steam release valve

These units are connected to and controlled by the appropriate Distributed Processing Unit.

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2.8 System functions, Power Management System

2.8.1 Introduction

The Power Management System controls the power generation and distribution on board the vessel. It includes all the automatic functions necessary for safe and economic operation of the power plant.

The basic system consists of one Distributed Processing Unit per connected generator unit. Each performs the power management functions of the connected generator unit. The system is suitable for electrical generators driven by a diesel engine, a steam turbine or by the propeller shaft. The Distributed Processing Units have different configurations and control strategies depending on the type of drive. The Distributed Processing Units are connected to the Operator Station, which allows the operator to initiate the same monitoring and control functions that can be performed locally.

For complex Power Management Systems an additional Distributed Processing Unit, the dPSC, is used for mode control etc. This is a unit giving redundancy both in function and communication, and allows separation of local PMS CAN process bus data traffic from other parts of the global CAN-network of the K-Chief 500 system.

The Power Management System will be adapted to the specific configuration of power generators and bus bars on the ship. In order to comply with the latest rules of separation of functions for alarm, control and safety, these functions have been addressed to separate Distributed Processing Units like this:

• Complex logic: A Dual Process Segment Gateway (when needed).

• PMS control logic: A Distributed Processing Unit (RiO-C1) for each generator.

• Diesel generator safety system: A separate Distributed Processing Unit (RiO-C1).

• Bus-tie control: A Distributed Processing Unit (RiO-C1) for each bus-tie.

• Alarms: Two Rai-16 or Rdi-32 Units.

Note

312401b K Chief 500 Operator Manual AMS PCS PMS

with Process Control and Power

Management

Operator Manual

Table of contents

Admonitions

Glossary

Alarm list terms

1 INTRODUCTION

1.1 Purpose

1.2 Safety rules

2 SYSTEM DESCRIPTION

2.1 System overview

2.2 K-Chief 500 system diagrams

2.3 Design principles

2.3.1 System components

2.3.2 Decentralized system architecture

2.3.3 Centralized operation

2.4 Alarm system

2.4.1 Alarms

2.5 System functions, Alarm and Monitoring

System

2.5.1 Engine exhaust gas temperature

monitoring

2.5.2 Trend monitoring

2.5.3 Fuel performance system (optional)

2.5.4 Running hours and counters

2.5.5 Tank display

2.5.6 Engine monitoring

2.6 System functions, Bridge Watch Monitoring

System

2.6.1 About the Bridge Watch Monitoring

System

2.6.2 About bridge watch alarms

2.7 System functions, Process Control System

2.7.1 Stand-by pumps

2.7.2 Valve control

2.7.3 PID controllers

2.7.4 Compressor control

2.7.5 Purifier control

2.7.6 Boiler control

2.8 System functions, Power Management System

2.8.1 Introduction