2. k-pos dp os dynamic positioning and offshore loading system

8/20/2019 2. K-Pos DP OS Dynamic Positioning and Offshore Loading System

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K o n g s b e r g K - P o s D P ( O S )

D y n a m i c P o s i t i o n i n g a n d

O f f s h o r e L o a d i n g S y s t e m

O p e r a t o r M a n u a l

Release 7.0

302363/A

July 2007



Operator Manual

Table of contents

Glossary..................................................................................................................13

1 K-POS DP SYSTEM THEORY ............................................. 19

1.1 Dynamic Positioning System .................................................................................19

1.2 The K-Pos DP system.............................................................................................19

1.3 Basic forces and motions........................................................................................20

1.4 K-Pos DP system principles ...................................................................................21

1.4.1 The Extended Kalman Filter........................................................................ 22

1.4.2 The Controller ............................................................................................ 24

1.4.3 Thruster allocation ...................................................................................... 25

2 INTRODUCTION TO DYNAMIC POSITIONING .................. 27

2.1 Introduction ............................................................................................................27

2.2 Main DP components .............................................................................................27

2.2.1 IMO definitions of the main DP components ............................................... 27

2.2.2 Equipment classes ..................................................................................... 28

2.2.3 Consequence Analysis ............................................................................... 30

2.2.4 DP operator - a DP system component ........................................................ 31

2.2.5 Training of DP operators ........................................................................... 31

2.3 Operational modes..................................................................................................34

2.4 Special applications ................................................................................................352.4.1 Offshore Loading....................................................................................... 35

2.5 The K-Pos family of DP systems ...........................................................................36

2.6 K-Pos DP-11 and DP-12 ........................................................................................37

2.7 K-Pos DP-21 and DP-22 ........................................................................................38

2.7.1 Dual Redundancy ....................................................................................... 39

2.8 Integrated Control System (ICS) ............................................................................ 40

2.8.1 K-Chief - Marine Automation...................................................................... 40

2.8.2 K-Thrust - Thruster Control......................................................................... 41

2.9 Heading reference systems .....................................................................................412.10 Vertical reference sensors (VRS) ........................................................................... 42

2.11 Position-reference systems .....................................................................................42

2.11.1 Hydro Acoustic Position-Reference systems (HPR) ..................................... 42

2.11.2 RADius...................................................................................................... 48

2.11.3 Artemis .................................................................................................... 48

2.11.4 Global Positioning Systems (GPS and DGPS) ............................................. 51

2.11.5 Other satellite navigation systems ............................................................... 55

2.11.6 Fanbeam ................................................................................................... 56

2.11.7 The DP system’s utilisation of the position measurements ........ ........ ......... ... 57

2.12 Operational planning ..............................................................................................57

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2.13 Resetting the DP system prior to operation............................................................58

2.13.1 Resetting DP controller process stations ..................................................... 58

2.13.2 Resetting DP Operator Stations .................................................................. 59

2.14 Thruster control command signals .........................................................................59

2.14.1 General procedure for checking stand-alone dual-redundant DPsystems ...................................................................................................... 59

3 OFFSHORE LOADING....................................................... 61

3.1 K-Pos DP Offshore Loading application................................................................ 61

3.2 Weather vaning .......................................................................................................62

3.3 Tandem loading (FSU/FPSO).................................................................................62

3.4 Single anchor loading (SAL)..................................................................................63

3.5 Single point mooring (SPM) ..................................................................................643.6 Floating loading platform (FLP) ............................................................................65

3.7 Submerged turret loading (STL) ............................................................................65

3.8 Operational modes..................................................................................................66

3.8.1 Approach mode ......................................................................................... 66

3.8.2 Weather Vane mode.................................................................................... 66

3.8.3 Connect mode............................................................................................ 67

3.8.4 Loading mode............................................................................................ 67

3.9 Additional functions ...............................................................................................68

3.9.1 Selecting a buoy ........................................................................................ 68

3.9.2 Changing the setpoint radius....................................................................... 683.9.3 Compensating for hawser tension................................................................ 68

3.9.4 Setting weather vane limits......................................................................... 68

3.9.5 DP position limits ...................................................................................... 68

3.9.6 Using manual bias...................................................................................... 69

3.9.7 Axis control............................................................................................... 69

3.9.8 GPS relative settings .................................................................................. 69

3.9.9 SAL buoy settings...................................................................................... 69

3.9.10 FSU Position function ................................................................................ 69

3.9.11 FSU Heading function................................................................................ 69

4 USER INTERFACE ............................................................ 70

4.1 Operator station ......................................................................................................70

4.2 Operator panel ........................................................................................................71

4.2.1 Push buttons ............................................................................................... 72

4.2.2 Input .......................................................................................................... 73

4.2.3 Trackball .................................................................................................... 74

4.2.4 Joystick...................................................................................................... 75

4.2.5 Heading wheel............................................................................................ 75

4.3 Display layout.........................................................................................................76

4.3.1 Title bar ..................................................................................................... 774.3.2 Menu bar.................................................................................................... 77

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4.3.3 Message line............................................................................................... 78

4.3.4 Performance area ........................................................................................ 79

4.3.5 Working areas............................................................................................. 794.3.6 Status line .................................................................................................. 79

4.3.7 Status bar ................................................................................................... 79

4.3.8 Dialog boxes .............................................................................................. 81

4.3.9 Entering numeric values.............................................................................. 83

4.3.10 Input validation of entered values................................................................. 86

4.4 Display views .........................................................................................................87

4.4.1 Orientation of the OS and effect on display views ......................................... 87

4.4.2 Tooltip/hotspot cursor and change of cursor image........................................ 87

4.4.3 Available views .......................................................................................... 88

4.4.4 Selecting a display view .............................................................................. 89

4.4.5 View control dialog boxes ........................................................................... 90

4.4.6 Zooming .................................................................................................... 91

4.4.7 Preselecting views ...................................................................................... 91

4.5 Main menus ............................................................................................................92

4.5.1 Menu bar.................................................................................................... 93

4.5.2 System menu .............................................................................................. 94

4.5.3 View menu ................................................................................................. 95

4.5.4 Sensors menu ............................................................................................. 95

4.5.5 Thruster menu ............................................................................................ 96

4.5.6 Joystick menu............................................................................................. 96

4.5.7 AutoPos menu ............................................................................................ 96

4.5.8 OffLoad menu ............................................................................................ 97

4.5.9 Help menu.................................................................................................. 97

5 SYSTEM SETTINGS.......................................................... 98

5.1 Changing user.........................................................................................................98

5.2 Printing the display picture.....................................................................................99

5.3 System report..........................................................................................................99

5.4 Panel Light Configuration dialog box ..................................................................100

5.4.1 Dimming level.......................................................................................... 1005.4.2 Lamp test ................................................................................................. 101

5.5 Display Units dialog box ......................................................................................102

5.5.1 Selecting the set of display units to use....................................................... 102

5.5.2 Editing Display Units................................................................................ 103

5.5.3 Additional information .............................................................................. 104

5.5.4 Vessel and sea current speed ...................................................................... 104

5.5.5 Wind, waves and sea current direction........................................................ 105

5.5.6 Resetting the display units ......................................................................... 105

5.6 System date and time............................................................................................105

5.6.1 Date and time ........................................................................................... 105

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5.6.2 Time zone ................................................................................................ 106

5.7 Set palette (display colours) .................................................................................106

5.7.1 Changing the display palette on Operator Stations that are not set to havean independent palette selection................................................................. 106

5.7.2 Changing the display palette on a single Operator Station............................ 107

5.8 Alarm Limits dialog box ......................................................................................107

5.8.1 Position page ............................................................................................ 107

5.8.2 4.10 Alarm Limits dialog box - Weather Vane page..................................... 109

5.9 Gain level selection ..............................................................................................110

5.10 Quick model update..............................................................................................112

5.10.1 Quick Model dialog box.............................................................................112

6 JOYSTICK ..................................................................... 114

6.1 Calibrating the joystick ........................................................................................114

6.1.1 Calibration procedure.................................................................................115

6.2 Joystick Settings dialog box .................................................................................116

7 MESSAGE SYSTEM ......................................................... 117

7.1 System diagnostics ...............................................................................................117

7.2 Operational checks ...............................................................................................117

7.2.1 Audible and visual indications ....................................................................118

7.3 Message priority ...................................................................................................118

7.4 Presentation of messages......................................................................................119

7.4.1 Defining the time span for the Historic Event Page...................................... 122

7.5 Alarm states ..........................................................................................................123

7.6 Acknowledging messages ....................................................................................124

7.6.1 Silence button........................................................................................... 125

7.7 Alarm lamps .........................................................................................................125

7.7.1 Indications of errors related to the ALARMS button group ........................... 126

7.8 Drive-off detection ...............................................................................................127

7.9 Messages on the printer ........................................................................................127

7.9.1 Event Printer dialog box............................................................................ 128

7.10 Message explanations...........................................................................................1287.10.1 Contents................................................................................................... 129

7.10.2 Search...................................................................................................... 130

7.10.3 Displayed explanation............................................................................... 130

7.10.4 Menu bar.................................................................................................. 131

7.10.5 Printing message explanations ................................................................... 132

7.11 Offshore loading related messages .......................................................................133

7.11.1 Warning and alarm messages for OLS, SAL, SPM and FLP buoys .............. 134

7.11.2 Warning and alarm messages for FSU buoys.............................................. 136

7.11.3 Warning and alarm messages for STL buoys.............................................. 141

7.11.4 Buoy depth monitoring............................................................................. 142

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7.12 Operator advice messages ....................................................................................143

8 STARTING OPERATIONS ............................................... 145

8.1 System start-up/shut-down and OS stop/restart ...................................................145

8.1.1 Stop/Restart dialog box ............................................................................. 145

8.1.2 Restart the OS using the Windows Security dialog box................................ 147

8.2 Logon Configuration dialog box ..........................................................................147

8.3 Command transfer ................................................................................................148

8.3.1 Taking command ...................................................................................... 149

8.3.2 Giving command ...................................................................................... 149

8.4 Command Control dialog box ..............................................................................150

8.4.1 Command groups...................................................................................... 151

8.4.2 DP-OS page ............................................................................................. 1518.4.3 Overview page ......................................................................................... 152

8.4.4 Give page................................................................................................. 153

8.4.5 Command Groups..................................................................................... 154

8.4.6 Controls and indicators.............................................................................. 154

8.4.7 Taking or giving command of propulsion control ........................................ 156

8.5 Connecting to a controller PS group ....................................................................157

9 CONTROLLER PROCESS STATIONS................................ 158

9.1 Resetting controller process stations ....................................................................158

9.1.1 Resetting the controller PS in a single-computer system .............................. 158

9.1.2 Resetting one controller PS in a dual or triple redundant system................... 158

9.1.3 Resetting all controller PSs in a dual or triple redundant system................... 158

9.2 Redundant systems ...............................................................................................160

9.2.1 Error objects............................................................................................. 160

9.2.2 Dual redundant system.............................................................................. 160

9.2.3 Triple redundant system ............................................................................ 162

9.2.4 Redundant Stations dialog box................................................................... 163

10 SENSORS ...................................................................... 167

10.1 Gyrocompasses.....................................................................................................167

10.1.1 Sensors dialog box - Gyro page ................................................................. 16710.1.2 Gyro Deviation dialog box ........................................................................ 168

10.1.3 Gyro status lamp....................................................................................... 170

10.1.4 Displayed heading information .................................................................. 170

10.1.5 Rejection of heading measurements ........................................................... 170

10.1.6 Faulty gyrocompasses ............................................................................... 171

10.1.7 Heading dropout ....................................................................................... 172

10.2 Wind sensors.........................................................................................................172

10.2.1 Sensors dialog box - Wind page ................................................................. 173

10.2.2 Wind status lamp ...................................................................................... 174

10.2.3 Displayed wind information ...................................................................... 17510.2.4 Faulty wind sensors .................................................................................. 175

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10.2.5 Rejection of faulty wind data ..................................................................... 176

10.2.6 Operating without wind sensor input .......................................................... 176

10.3 Vertical reference sensors (VRS) .........................................................................17710.3.1 Sensors dialog box - VRS page .................................................................. 177

10.3.2 VRS status lamp ....................................................................................... 178

10.3.3 Displayed VRS information....................................................................... 179

10.3.4 Faulty VRS .............................................................................................. 179

10.4 Draught sensors ....................................................................................................179

10.4.1 Sensors dialog box - Draught page............................................................. 180

10.5 Hawser tension sensors ........................................................................................181

10.5.1 Sensors dialog box - Hawser page ............................................................. 181

10.6 STL sensors ..........................................................................................................183

10.6.1 Sensors dialog box - Stl page .................................................................... 183

11 POSITION INFORMATION ............................................. 184

11.1 Handling position information .............................................................................184

11.2 Position Presentation dialog box ..........................................................................186


11.3 Datum Details dialog box.....................................................................................189

11.4 Local N/E Properties dialog box .......................................................................... 190


11.5 UTM Properties dialog box ..................................................................................191

11.5.1 Additional information ............................................................................. 192

11.6 State plane zone....................................................................................................193

11.7 Methods for enabling position-reference systems................................................193

11.8 Panel buttons ........................................................................................................193

11.9 Reference System Settings dialog box .................................................................194

11.10 Reference System Properties dialog box..............................................................197


11.10.2 UTM Properties ........................................................................................ 199

11.10.3 Quality Filter Actions................................................................................ 199

11.11 GPS Relative Settings dialog box ........................................................................20011.12 Coordinate systems............................................................................................... 201

11.12.1 Global and local position-reference systems ........ ........ ........ ........ ........ ....... 201

11.12.2 System datum ........................................................................................... 202

11.12.3 The reference origin.................................................................................. 202

11.13 Tests on position measurements ...........................................................................203

11.13.1 Standard deviation of position measurements..... ........ ......... ........ ........ ........ 203

11.13.2 Freeze test ................................................................................................ 203

11.13.3 Variance, weight and the Variance test... ........ ........ ........ ........ ......... ........ .... 204

11.13.4 Prediction test........................................................................................... 204

11.13.5 Divergence test ......................................................................................... 20511.13.6 Median test............................................................................................... 206

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11.14 Procedures for enabling position-reference systems ............................................209

11.14.1 Enabling the first position-reference system................................................ 209

11.14.2 Enabling other position-reference systems ........ ........ ........ ........ ......... ........ . 209

11.15 Changing the reference origin ..............................................................................210

11.16 Position dropout ...................................................................................................211

12 MAIN MODES AND OPERATING PROCEDURES ............... 213

12.1 Standby mode .......................................................................................................213

12.1.1 Returning to Standby mode/manual levers.................................................. 214

12.2 Joystick mode .......................................................................................................214

12.2.1 From Standby mode to Joystick mode ........................................................ 215

12.2.2 Joystick control of position and heading ..................................................... 215

12.2.3 Position and heading information............................................................... 21612.2.4 Joystick electrical failure........................................................................... 216

12.2.5 Mixed joystick/auto modes........................................................................ 216

12.2.6 Joystick mode with automatic heading control ............................................ 217

12.2.7 Joystick mode with automatic position control in both surge and sway.......... . 217

12.2.8 Joystick mode with automatic stabilisation ................................................. 218

12.3 Auto Position mode ..............................................................................................220

12.3.1 From Joystick mode to Auto Position mode................................................ 220

12.4 Approach mode ....................................................................................................221

12.4.1 Changing the reference origin.................................................................... 222

12.5 Weather Vane mode..............................................................................................22212.5.1 Using manual bias .................................................................................... 223

12.6 Connect mode.......................................................................................................223

12.7 Loading mode.......................................................................................................224

12.7.1 Using the trackball to change the position setpoint in Loading mode ........... 225

12.7.2 Leaving the buoy ..................................................................................... 225

13 CHANGING THE POSITION SETPOINT ........................... 227

13.1 Stopping a change of position ..............................................................................227

13.2 Marking a new position setpoint on the Posplot view..........................................227

13.3 Position dialog box...............................................................................................22813.3.1 Inc page ................................................................................................... 228

13.3.2 Speed page ............................................................................................... 229

13.4 Speed Setpoint dialog box....................................................................................230


14 CHANGING THE HEADING SETPOINT ............................ 232

14.1 Stopping a change of heading ..............................................................................232

14.2 Marking a new heading setpoint on the Posplot view..........................................232

14.3 Heading dialog box ..............................................................................................233

14.3.1 Heading page............................................................................................ 233

14.3.2 Rate Of Turn page..................................................................................... 235

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15 OFFSHORE LOADING USER INTERFACE......................... 237

15.1 Buoy Select dialog box.........................................................................................237

15.2 DP Practice ...........................................................................................................238

15.2.1 DP Practice for Tandem, SPM and FLT ...................................................... 238

15.2.2 DP Practice for OLS and SAL ................................................................... 239

15.2.3 Practice Mode R/B dialog box ................................................................... 239

15.3 SAL Buoy Settings dialog box............................................................................. 239

15.4 Setpoint radius ......................................................................................................241

15.4.1 Tandem functions..................................................................................... 242

15.5 FSU Position function ..........................................................................................242

15.5.1 Enabling the FSU Position function........................................................... 244

15.5.2 FSU Position function implications .......................................................... 245

15.5.3 Mode changes and operator interaction...................................................... 246

15.5.4 Displayed information.............................................................................. 247

15.6 FSU heading function...........................................................................................248

15.6.1 Enabling the FSU Heading function .......................................................... 248

15.6.2 Mode changes and operator interaction...................................................... 250

15.6.3 Displayed information.............................................................................. 250

15.7 STL mean offset ................................................................................................... 251

15.8 STL goto base/buoy..............................................................................................252

15.9 Axis Control dialog box .......................................................................................253

16 THRUSTERS .................................................................. 25416.1 Enabling thrusters.................................................................................................254

16.1.1 Thruster Enable dialog box........................................................................ 254

16.2 Thruster Allocation dialog box.............................................................................256


16.3 Allocation Settings dialog box .............................................................................259

17 POWER SYSTEM ............................................................ 260

17.1 Power monitoring .................................................................................................260

17.2 Power load monitoring and blackout prevention .................................................260

18 SYSTEM STATUS INFORMATION ................................... 26318.1 Remote diagnostics...............................................................................................263

18.1.1 pcAnywhere Waiting... dialog box ............................................................. 265

18.2 Printing system status data ...................................................................................265

18.3 Displaying software information..........................................................................268

18.4 Interface to CyberSea ...........................................................................................270

19 SYSTEM STATUS MONITORING ..................................... 272

19.1 Introduction ..........................................................................................................272

19.2 System architecture ..............................................................................................272

19.2.1 Operator stations....................................................................................... 27319.2.2 Process stations ........................................................................................ 273

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19.2.3 IO system................................................................................................. 274

19.2.4 Monitoring functions................................................................................. 275

19.3 Equipment ............................................................................................................27619.3.1 PS page .................................................................................................... 276

19.3.2 PS Redundancy page................................................................................. 278

19.3.3 OS/HS page.............................................................................................. 280

19.3.4 Event Printer page .................................................................................... 281

19.3.5 Net Status................................................................................................. 282

19.3.6 Print Image............................................................................................... 283

19.4 Station Explorer....................................................................................................284

19.4.1 PS tree structure........................................................................................ 286

19.4.2 Alarm status indicators.............................................................................. 286

19.4.3 Hotspots................................................................................................... 286

19.4.4 Acknowledging PS system alarms.............................................................. 287

19.5 IO Manager...........................................................................................................288

19.5.1 IO Configurator ........................................................................................ 289

19.6 RBUS IO Image ...................................................................................................289

19.6.1 Overview level ......................................................................................... 290

19.6.2 Detailed level ........................................................................................... 291

19.7 IO Terminal Block................................................................................................291

19.7.1 Shortcut menu .......................................................................................... 294

19.7.2 Signal Conditioning elements .................................................................... 295

19.8 IO Point Browser..................................................................................................296

19.8.1 IO Point Browser dialog box ..................................................................... 297

19.8.2 Shortcut menu .......................................................................................... 298

19.9 Properties — DpPs Serial port .............................................................................299

19.9.1 SerPort page ............................................................................................. 301

19.9.2 Int status page........................................................................................... 302

19.10 Resetting a disabled serial line ............................................................................. 303

20 BUILT-IN TRAINER ....................................................... 305

20.1 Trainer functions ..................................................................................................305

20.2 Using the trainer ...................................................................................................305

20.3 Leaving the trainer................................................................................................307

21 DP ONLINE CONSEQUENCE ANALYSIS .......................... 308

21.1 DP online consequence analysis...........................................................................308

21.2 Selecting the DP class ..........................................................................................309

21.3 Consequence analysis status messages.................................................................309

21.4 Consequence analysis alarm messages.................................................................310

22 DISPLAY VIEWS............................................................ 311

22.1 Deviation view .....................................................................................................311

22.1.1 Position and heading ..................................................................................311

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22.1.2 Position and heading deviation .................................................................. 312

22.1.3 View controls ........................................................................................... 315

22.2 Dev WVane view..................................................................................................315

22.3 General view.........................................................................................................317

22.3.1 Position, heading and speed....................................................................... 318

22.3.2 Position and heading deviation .................................................................. 319

22.3.3 View controls ........................................................................................... 320

22.4 Joystick view ........................................................................................................320

22.5 Numeric view .......................................................................................................324

22.5.1 View controls ........................................................................................... 326

22.6 Num WVane view ................................................................................................326

22.7 Performance area ..................................................................................................32822.8 Posplot view .........................................................................................................334

22.8.1 View controls ........................................................................................... 340

22.8.2 EBL function............................................................................................ 345

22.8.3 Panning function....................................................................................... 346

22.9 Power view ...........................................................................................................348

22.9.1 View controls ........................................................................................... 350

22.10 Power Consumption view ....................................................................................352

22.11 Refsys view ..........................................................................................................353

22.11.1 View controls ........................................................................................... 358

22.12 Refsys Status view................................................................................................36122.13 Sensors view .........................................................................................................362

22.13.1 View controls ........................................................................................... 365

22.14 STL Monitor view ................................................................................................367

22.15 Thruster views ......................................................................................................370

22.15.1 Thruster main view ................................................................................... 370

22.15.2 Tunnel thruster view ................................................................................. 374

22.15.3 Azimuth thruster view............................................................................... 377

22.15.4 Propeller/rudder view................................................................................ 379

22.15.5 Subview controls ...................................................................................... 381

22.15.6 Setpoint/feedback view ............................................................................. 383

22.15.7 Forces view.............................................................................................. 384

22.16 Trends view ..........................................................................................................387

22.16.1 View controls ........................................................................................... 390

22.17 WVane view .........................................................................................................391

22.17.1 Offshore loading subfunctions ................................................................. 394

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Glossary

Abbreviations

ARP Alternative Rotation Point

BIST Built-In Self Test

BITE Built-In Test Equipment

cPos Kongsberg Compact Dynamic Positioning

CCW Counter Clockwise

CG Centre of Gravity

COG Course Over Ground

CW Clockwise

DGPS Differential GPS

DP Dynamic Positioning

DPC DP Controller

DQI Differential Quality Indicator

EBL Electronic Bearing Line

FLP Floating Loading Platform

FPSO Floating Production, Storage and Of floading vessel

FSU Floating Storage Unit

GPS Global Positioning System

HDOP Horizontal Dilution Of Precision

HiPAP High Precision Acoustic Positioning

HPR Hydroacoustic Position Reference

ICS Integrated Control System

I/O Input/Output

IMO International Maritime Organisation

KM Kongsberg Maritime

LTW Light-weight Taut Wire

MOB MOBile transponder

OS Operator Station

OT Operator Terminal

PMS Power Management System

PS Process Station

RIO Remote Input - Output

rms root mean squareROT Rate Of Turn

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ROV Remotely Operated Vehicle

RPM Revolutions Per Minute

SAL Single Anchor Loading

UPS Uninterruptable Power Supply

UTC Universal Time Coordinated

UTM Universal Transverse Mercator

VRS Vertical Reference Sensor

WGS World Geodetic System

WT 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 360º.

Blackoutprevention

A method of preventing a power failure due to overloading of thesupply generators.

Cartesiancoordinatesystem

A coordinate system where the axes are mutually-perpendicular straight lines.

Commandgroup

A group of functions that reflect the way the system will operatefor a specific process area, for example, Propulsion and PropulsionSimulation.

Controllergroup

A group of one or more controller process stations.

Course The horizontal direction in which a vessel is steered or is intendedto be steered, expressed as angular distance from north, usuallyfrom 000º at north, clockwise through 360º. Strictly, this termapplies to direction through the water, not the direction intendedto be made good over the ground. Differs from Heading.

Datum Mathematical description of the shape of the earth (represented byflattening and semi-major axis as well as the origin and orientationof 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 hassince been made, based on the recent history of speed and headingmeasurements.

Destination The immediate geographic point of interest to which a vesselis navigating. It may be the next waypoint along a route of waypoints or the final destination of a voyage.

Feedback Signals returned from the process (vessel) and used as inputsignals to the Vessel Model.

Gyrocompass A compass having one or more gyroscopes as the directiveelement, and which is north-seeking. Its operation depends on four natural phenomena: gyroscopic inertia, gyroscopic precession,the earth’s rotation and gravity.

Heading The horizontal direction in which a vessel actually points or heads at any instant, expressed in angular units from a referencedirection, normally true north, usually from 0005 at the referencedirection clockwise through 360º. Differs from Course.

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IntegratedControl System

Integrated Control System from Kongsberg. In an IntegratedControl System the K-Pos DP system communicates with other

Kongsberg systems such as K-Chief (vessel control) and K-Thrust(thruster control) via a dual ethernet LAN.

InternationalHydrographicsOrganisation

Coordinates the activities of national hydrographic of fices; promotes standards and provides advice to developing countriesin the fields of hydrographic surveying and production of nauticalcharts and publications.

InternationalMaritimeOrganisation

Formally called IMCO, the IMO is the specialised agency of theUnited Nations responsible for maritime safety and ef ficiencyof navigation.

Kalman filter The Kalman filter is a set of mathematical equations that provides

an ef ficient computational (recursive) solution of the least-squaresmethod. The filter is very powerful in several aspects; it supportsestimations of past, present and even future states, and it can alsodo so, even when the precise nature of the modelled system isunknown.

Log An instrument for measuring the speed or distance or bothtravelled by a vessel.

Median value A number dividing the higher half of a sample or population fromthe lower half, i.e. the middle number.

Navigation leg The leg of a voyage on which the vessel is currently travelling.

Process Station One Central Processing Unit (CPU) plus I/O interfaces, possiblyshared with other CPUs in redundant configurations. A physicalPS may be single, part of a dual-redundant-physical PS or partof a triple-redundant-physical PS. The PS utilises RCU, SBC or PC hardware.

Reference origin The reference point of the first position-reference system that isselected and accepted for use with the system. The origin in theinternal coordinate system.

Relative bearing The bearing of an object relative to the vessel’s 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 onenavigation leg.

SENC A database resulting from transformation of the ENC by ECDISfor appropriate use, updates to the ENC by appropriate means andother data added by the mariner. It is this database that is actuallyaccessed by ECDIS for display generation and other navigationalfunctions and is equivalent to an up-to-date paper chart. TheSENC may also contain information from other sources.

Setpoint circle The circle around the terminal buoy where the vessel is positionedduring offshore loading operations.

16 302363/A



Operator Manual

Safety Of LifeAt Sea

International convention for the Safety Of Life At Sea (SOLAS)developed by IMO.

StandardDeviation

The square root of the Variance.

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 vessel’s propulsion system, such as an azimuth thruster, tunnelthruster, main propulsion or rudder.

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, theFixed 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 butappears dimmed. An unavailable entry field cannot be changed.

Variance A measure of the expected deviation from the mean. The squareroot of the variance is the standard deviation.

Vessel ReferenceModel

A mathematical model of the vessel which makes it possible tosimulate vessel movements and behaviour in the horizontal plane(surge, sway and yaw).

Yaw Vessel rotation about the vertical axis (change of heading).

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18 302363/A



K-Pos DP system theory

1 K-POS DP SYSTEM THEORYThis chapter contains the following sections:

1.1 Dynamic Positioning System.....................................191.2 The K-Pos DP system ................................................191.3 Basic forces and motions ........................................... 201.4 K-Pos DP system principles.......................................21

1.1 Dynamic Positioning System

The International Maritime Organization (IMO) has definedDP

vessel and DP

system as described below:

Dynamically positioned vessel (DP vessel) means a unit or avessel which automatically maintains its position (fixed locationor predetermined track) exclusively by means of thruster force.

Dynamic positioning system (DP system) means the completeinstallation necessary for dynamically positioning a vesselcomprising the following subsystems: Power system, Thruster system and DP control system.

1.2 The K-Pos DP system

Kongsberg K-Pos DP system is a computerised DP control

system for automatic position and heading control of a vessel.

To control the vessel’s heading, the K-Pos DP system usesdata from one or more gyrocompasses, while at least one

position-reference system (for example, DGPS or hydroacoustics)enables the K-Pos DP system to position the vessel.

Setpoints for heading and position are specified by the operator and are then processed by the K-Pos DP system to providethrust control signals to the vessel’s thruster and main propeller systems. The K-Pos DP system always allocates optimum thrustto whichever propulsion units are in use.

Deviations from the desired heading or position are automaticallydetected and appropriate adjustments are made by the system.

The K-Pos DP system also provides a manual joystick controlwhich may be used for manual control alone or for combinedmanual/auto control.

Without a position-reference system, the K-Pos DP system can provide automatic stabilization and control of the vessel headingusing the gyrocompass as the heading reference.

The K-Pos DP system includes control strategies that will reducefuel consumption and greenhouse gases.

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1.3 Basic forces and motions

A seagoing vessel is subjected to forces from wind, waves andcurrent, as well as from forces and moments generated by thevessel’s propulsion system.

The term “forces” in the following sections includes bothforces and yawing moments, unless otherwise stated. Thevessel’s responses to these forces, i.e. its changes in position,heading and speed, are measured by position-reference systems,gyrocompasses and vertical reference sensors. Referencesystems readings are corrected for roll and pitch using readingsfrom the vertical reference sensors. Wind speed and direction aremeasured by the wind sensors.

The K-Pos DP control system calculates the forces that thethrusters must produce in order to control the vessel’s motionin three degrees of freedom - surge, sway and yaw - in thehorizontal plane.

Figure 1 Forces and motions

The vessel also moves in three vertical degrees of freedom: pitch, roll and heave.

20 302363/A




Figure 2 Pitch, roll and heave

Pitch(+ = bow up)

Roll(+ = starboard down)

Heave(+ = down)(CD3292)

The pitch and roll motions are not controlled by the K-Pos DPsystem. However, in order to allow the position-reference systemto correct for these motions, the system must have informationabout them. This information is received from vertical referencesensors.

The K-Pos DP system does not control or require informationabout the heave motion, but the motion can be measured anddisplayed.

1.4 K-Pos DP system principles

A simplified block diagram of the K-Pos DP system is shown inFigure 3, and described in the sections that follow.

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compared with the predicted or estimated data produced by themathematical model, and the differences are then used to update

the model.

Figure 4 Simpli fied block diagram showing the extended Kalman Filter

The Extended Kalman Filter provides the following advantages:

• Optimum self-adaptive noise filtering of heading and positionmeasurements according to noise level and measurement-update rate.

• Optimum combination of data from the different position-reference systems. The system calculates a variance

for each position-reference system in use, and places differentweighting on their measurements according to each system’sindividual quality.

• In the absence of position measurements, the model providesa “dead-reckoning” mode. This means that the system isable to perform positioning for some time without positionmeasurement updates from any position-reference systems.

In the Extended Kalman Filter, the Mathematical Vessel Model’sreliability and the noise level of the position measurement are the

basis for deciding how much to trust each measurement. As time

elapses the model uncertainty will decrease by learning frommeasured vessel response.

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The process is adaptive. If, for example, only one position-reference system is active and it has a low update rate,

the model uncertainty will increase in the periods betweenmeasurements, and the vessel model will therefore be heavilyupdated with each measurement.

Offshore trials have verified that the K-Pos DP system principlesgive:

• Improved suppression of noise in position measurement witha better station-keeping performance.

• Reduced power consumption and wear and tear on thethrusters due to the improved suppression.

• A robust handling of combined high and low update rate

position sensors, such as DGPS and traditional LongBase-Line hydroacoustic positioning.

An Extended Kalman Filter is also used for the headinginformation based on measurement from the actual gyrocompassin use.

Additional advantages can be obtained by use of:

• Speed measurements

Speed measurements can be used as an addition to positionmeasurements to improve the vessel speed control, and tomake calibration of position measurements faster when sailingat high speed.

A combination of speed measurement and a position-referencesystem will be better able to handle drop out of positionmeasurements during sailing.

The speed measurement interface can be DGPS or Doppler Log.

• ROT measurements

ROT (Rate Of Turn) measurements from ROT sensors can be used to improve the heading control of the vessel. This is

useful when very accurate heading control is required duringhigh-speed sailing, or when the vessel has a hull shape thatmakes it dif ficult to control the heading.

1.4.2 The Controller

The controller calculates the resulting force to be produced by thethrusters/propellers in order for the vessel to remain on station.

The K-Pos DP Controller in K-Pos DP Offshore Loading systemswork in the so-called High Precision control controller mode.

High Precision control provides high accuracy station-keeping

in any weather condition at the expense of power consumptionand exposure to wear and tear of machinery and thrusters.

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1 . 4 . 2 . 2 H i g h P r e c i s i o n

The controller consists of the following parts:

• Excursion Feedback

The deviation between the operator-specified position/headingsetpoints and the actual position/heading data, and similar deviations with respect to the vessel’s velocity/heading rate,drive the excursion feedback. The differences are multiplied

by gain factors giving a force setpoint (restoring setpoint anddamping setpoint) required to bring the vessel back to itssetpoint 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. This means that the K-PosDP system will not allow the vessel to drift away from therequired position, but counteracts the wind-induced forcesas soon as they are detected.

• Current Feedback

The excursion feedback and wind feed-forward are notsuf ficient to bring the vessel back to the desired setpoints dueto unmeasured external forces (such as waves and current).The system estimates these forces over time, and calculatesthe force setpoint required to counteract them.

1.4.3 Thruster allocation

The K-Pos DP system’s controller continuously calculates theactual force requirements in the alongships and athwartshipsdirections (the force setpoint), and the required rotationalmoment (the turning moment setpoint).

The Thruster Allocation distributes these setpoints as pitch/rpm/force/load and azimuth control signals to eachthruster/propeller, thus obtaining the force and moment required

for the position and heading control.The setpoint is distributed in such a way as to obtain theforce and turning moment required for position and headingcontrol, while also ensuring optimum thruster/propeller use withminimum power consumption and minimum wear and tear on the

propulsion equipment.

If it is not possible to maintain both the turning moment andthe force setpoint due to insuf ficient available thrust, priority isnormally 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 remainingthrusters/propellers.

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The magnitude of thrust allocated is reduced if the available power is too low to meet the thrust demand. The allocated thrust

will however still be correct with respect to the direction of thrust.Heading (or position) priority is also kept in such a situation.

Power optimal thruster allocation is the primary barrier for preventing blackouts and requires the same information as thatrequired for Power Load Monitoring and Blackout Prevention(see Power load monitoring and blackout prevention on

page 260).

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Introduction to dynamic positioning

2 INTRODUCTION TO DYNAMICPOSITIONING

This chapter contains the following sections:

2.1 Introduction................................................................272.2 Main DP components.................................................272.3 Operational modes .....................................................342.4 Special applications ...................................................352.5 The K-Pos family of DP systems...............................362.6 K-Pos DP-11 and DP-12 ............................................372.7 K-Pos DP-21 and DP-22............................................382.8 Integrated Control System (ICS) ...............................402.9 Heading reference systems ........................................41

2.10 Vertical reference sensors (VRS) ...............................422.11 Position-reference systems.........................................422.12 Operational planning..................................................572.13 Resetting the DP system prior to operation ...............582.14 Thruster control command signals.............................59

2.1 IntroductionThis section provides an introduction to dynamic positioning ingeneral and descriptions of some K-Pos DP systems.

2.2 Main DP componentsThe K-Pos DP control system with its computers, screens and

panels is just a small part of the vessel’s total dynamic positioningsystem.

Dynamic positioning is dependent on several main systems andfunctions on board the vessel.

2.2.1 IMO definitions of the main DPcomponents

Different authorities and classification societies define the

main components differently, but they all include the samecomponents. We will here relate this to the IMO definitions.

2 . 2 . 1 . 1 D P v e s s e l

Dynamically positioned vessel (DP vessel) means a unit or avessel which automatically maintains its position (fixed locationor predetermined track) exclusively by means of thruster force.

2 . 2 . 1 . 2 D y n a m i c p o s i t i o n i n g s y s t e m

Dynamic positioning system (DP system) means the completeinstallation necessary for dynamically positioning a vessel

comprising the following subsystems: Power system, Thruster system and DP control system.

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2 . 2 . 1 . 3 P o s i t i o n - k e e p i n g

Position-keeping means maintaining a desired position within the

normal excursions of the control system and the environmentalconditions.

2 . 2 . 1 . 4 P o w e r s y s t e m

Power system means all components and systems necessary tosupply the DP system with power. The power system includes

prime movers with necessary auxiliary systems, including piping,generators, switchboards and distributing system (cabling andcable routing). There are also requirements for uninterruptible

power supply (UPS) and power management system (PMS) for DP Equipment Class 2 and DP Equipment Class 3 systems.

2 . 2 . 1 . 5 T h r u s t e r s y s t e m

Thruster system means all components and systems necessaryto supply the DP system with thrust force and direction. Thethruster system includes thrusters with drive units and necessaryauxiliary systems including piping, main propellers and rudders(if these are under the control of the DP system), thruster controlelectronics, manual thruster controls and associated cabling andcable routing.

2 . 2 . 1 . 6 D P c o n t r o l s y s t e m

DP control system means all control components and systems,hardware and software necessary to dynamically position thevessel. The DP control system consists of computer and joystick systems, sensor system, display system (operator panels),

position-reference systems and associated cabling and cablerouting.

2 . 2 . 1 . 7 C o m p u t e r s y s t e m

Computer system means a system consisting of one or severalcomputers including software and interfaces.

2 . 2 . 1 . 8 R e d u n d a n cy

Redundancy means ability of a component or system to maintainor restore its function when a single failure has occurred.Redundancy can be achieved, for example, by installation of multiple components, systems or alternative means of performinga function.

2.2.2 Equipment classes

The following is an extract of the IMO MSC/Circ. 645 Guidelines

For Vessels With Dynamic Positioning Systems, regardingEquipment Classes:

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“A DP system consists of components and systems actingtogether to achieve suf ficiently reliable position-keeping

capability. The necessary reliability is determined by theconsequence of a loss of position-keeping capability. The larger the consequence, the more reliable the DP system should be.”

To achieve this philosophy the requirements have been groupedinto three Equipment classes. For each Equipment Class theassociated worst-case failure should be defined.

The Equipment Classes are defined by their worst-case failuremodes as follows:

2 . 2 . 2 . 1 E q u i p m e n t C l a s s 1

Loss of position may occur in the event of a single fault.

2 . 2 . 2 . 2 E q u i p m e n t C l a s s 2

Loss of position must not occur in any active component or system in the event of a single fault.

Normally, static components will not be considered to have failedwhere adequate protection from damage is demonstrated.

Single-failure criteria include:

• Any active component or system (generators, thrusters,switchboards, remote-controlled valves, etc.).

• Any normally static component (cables, pipes, manual valves,etc.) which is not properly documented with respect to

protection and reliability.

2 . 2 . 2 . 3 E q u i p m e n t C l a s s 3

Loss of position must not occur in any active component or system in the event of a single fault.

Single-failure criteria include:

• Items listed above for Class 2, and any normally static

component which is assumed to fail.• All components in any one watertight compartment, from fire

or flooding.

• All components in any one fire sub-division, from fire or flooding

For Equipment Classes 2 and 3, a single inadvertent act should beconsidered as a single fault if such an act is reasonably probable.

2 . 2 . 2 . 4 E q u i p m e n t c l a s s e s f r o m v a r i o u s

c l a s s i fi c a t i o n s o c i e t i e s

The general requirements listed in the previous section form the basis of the detailed requirements for the technical arrangements.

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Different authorities and societies have different names for thevarious classes.

Table 1 Classi fication societies and their Equipment Classes

Classification societyName of Equipment Classes (lowest classfirst)

IMO Class 1, Class 2 and Class 3

Det Norske Veritas AUT, AUTR and AUTRO

Lloyds Register of Shipping DP(AM), DP(AA) and DP(AAA)

American Bureau of Shipping

DPS-1, DPS-2 and DPS-3

Bureau Veritas PDY MA, PDY MA R and PDY MA RS

RINA IPD-1, IPD-2 and IPD-3

IMO state that the Equipment Class for a particular operationshould be agreed between the owner of the vessel and thecustomer based on a risk analysis of the consequence of a lossof position, or that the class may be set by IMO or the coastalstate. Interest organisations such as the International MarineContractors Association (IMCA) in the UK have been workingto set standards for the industry based on common practice andexperiences.

The Norwegian Petroleum Directorate (NPD) and NORSOK (competitive standings for the Norwegian shelf) have indicatedin their guidelines which classes shall be used for differentoperations.

The following general principles apply:

• Class 3 for all operations in contact with hydrocarbons

• Class 3 for diving where the diver is inside a structure

• Class 2 for diving in open water where the diver has a freeroute back to the bell

• Class 2 generally for all construction operations inside 500

metres of a platform• Class 1 for operations outside the 500 meter zone

For more information about redundancy requirements, refer tothe document NORSOK Standard, Marine Operations J-003,

Rev. 2 (August 1997).

2.2.3 Consequence Analysis

For Equipment Classes 2 and 3, the DP control system shallinclude a software function, normally known as ConsequenceAnalysis, which continuously verifies that the vessel will

remain in position if the worst-case failure occurs. Based onthe single failure definition for the class, the worst-case failure

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shall be determined for the vessel and used as the criterion for the Consequence Analysis. The analysis shall verify that the

thrusters remaining in operation after the worst-case failure,can generate the same resultant thruster force and moment asrequired before the failure. The Consequence Analysis should

provide an alarm if the occurrence of a worst-case failure wouldlead to loss of position due to insuf ficient thrust in the prevailingenvironmental conditions.

2.2.4 DP operator - a DP system component

A DP system consists of several systems and components actingtogether to achieve the dynamic positioning. If any of thesesystems or components fail, it may lead to a situation where thevessel drifts out of position.

Some failures will need immediate operator action to avoidincidents developing into accidents. One such failure is a thruster error. It happens from time to time that a thruster fails, and maybestarts to run unintentionally with 100% force in a fixed direction.

The only action that can prevent the vessel from being driven outof position is that the thruster is stopped by the operator. This isnormally done by using an emergency stop button for the specificthruster. If the DP system is unattended, a failure like this caneasily develop into an accident.

Watch-keeping practice varies between vessels. For mostoperations the DP system must be monitored by an operator at alltimes.

It is normal practice to have two watch-keepers on the bridgefor Class 2 and 3 operations, where one of them attend theDP system while the other perform all other bridge functions.They will normally swap jobs several times during the watch tomaintain the required level of concentration on the DP.

2.2.5 Training of DP operators

To ensure optimal safety in an operation it is important that allinvolved personnel are well trained on the equipment in use,familiar with the vessel and have a full understanding of theoperation.

Training is generally considered to be one of the most powerfultools in ensuring the competency of DP Operators to deal withroutine and extraordinary situations and is directly linked withthe human factor element.

Guide-lines in this matter, the document Training and Experienceof Key DP Personnel , issued by the International Marine

Contractors Association (IMCA) are referred by IMO as anindustry standard. The Nautical Institute “training scheme”

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or flow chart for DP operators, is built into these guide-lines.This training scheme is leading up to the Dynamic Positioning

Operator’s Certificate, issued by the Nautical Institute in UK.Generally we can say that the training scheme consists of 5

phases:

1 A DP Basic/ Introduction course

2 A minimum of 30 days’ seagoing DP familiarisation

3 A DP Advanced/Simulator course

4 A minimum of 6 months’ watch-keeping experience

5 A statement of suitability by the Master

All of the five phases are recorded in a DP Logbook, held by thetrainee. All entries are to be validated by the Master, and it is hisresponsibility that the candidate he recommends for the DynamicPositioning Operator’s Certificate has the required skills and

practical DP experience.

The Nautical Institute issue two grades of certification: The“Full” certificate is issued for operators with qualifyingexperience from Equipment Class 2 or 3 systems, while a“Limited” certificate is issued for those with experience onlyfrom Class 1 vessels. A “Limited” certificate can be upgraded beadditional sea time on Class 2 and 3. For specific details see the

flow chart at the end of this section.

The certificate is solely a confirmation that the holder hasundergone basic training and has some DP watch-keepingexperience. This is most probably experience from one vessel inone type of operation using one type of DP system in one specificway. The certificate must therefore not be regarded as proof of a fully-qualified DP operator who can be set to operate any DPsystem on any vessel in any operation.

When changing vessel, or when changing equipment or whena new operation is being performed, the DP operator needs

familiarisation.Most vessels spend a lot of time off DP. To make it possibleto do training on board, in addition to “real” experience, allK-Pos DP systems are fitted with a built-in Trainer function.The built-in Trainer provides simple simulations for operator training purposes. All normal functions and operational modescan be simulated. The operator can also define environmentalconditions. For familiarisation with new equipment the built-inTrainer can be very useful.

The flow chart in Figure 5 is an overview of courses and watchkeeping practice required to become a DP Operator.

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Figure 5 Dp Operator Certi fication

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2.3 Operational modes

The K-Pos DP system can be used in one or more of thefollowing modes :

• Standby mode

This is a waiting and reset mode in which the system is in astate of readiness, but in which no control of the vessel can bemade using the system.

• Joystick mode

In this mode, the vessel movement can be controlled in allthree axes using the joystick.

The Joystick mode also allows automatic control of either one

or two of the surge, sway and yaw axes.

• Auto Position mode

In the Auto Position mode, the vessel is under full automaticcontrol in all three axes.

The operator can use standard functions to control the vessel’s position, heading, speed and rate of turn.

The operator can set warning and alarm limits for positionand/or heading deviation. The vessel’s position and heading ismonitored continuously by the system, and a message is given

if the deviation limits are exceeded.Controller Gain Selection allows the operator to select oneof three predefined controller gain levels (High, Medium or Low) to adjust the vessel response.

• Auto Track (move-up, low speed and high speed ) mode

This mode enables the vessel to automatically follow a predefined track. The system controls the position, theheading and the speed using all available propulsion forces.

Auto Track mode is normally not available on shuttle tankers.

• Autopilot mode

When available, this mode enables the vessel to steer alonga selected course.

• Follow Target mode

When available, this mode enables the vessel to automaticallyfollow a moving submerged target and keeps the vessel at aconstant position relative to the target.

The K-Pos DP system is supplied with either a Trainer functionor a Simulator function:

• The built-in Trainer function (page 5-2) provides simple

simulations for operator training purposes, and for analysingthe vessel behaviour during changes in operational conditions.

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• The Simulator function (refer to separate Simulator operator manual) provides the same features as the Trainer function

but with more functionality and flexibility in defining theoperational conditions. The simulator can be provided aseither a built-in or stand-alone function.

In addition to these modes, various tailored modes have also been developed to optimize vessel operation for a wide range of applications and types of vessels.

2.4 Special applications

In addition to the standard operational modes and functions,the following tailored functions are available to optimie vessel

operation for a wide range of applications and vessels:• Offshore loading

• Cable laying

• Pipe laying

• Trenching

• Dredging

• Drilling

Kongsberg Maritime also supplies tailored functions for manyother special application areas.

2.4.1 Offshore Loading

When loading oil offshore, it is possible to reduce thethruster/propeller force required to retain the vessel’s positionrelative to the offshore loading buoy, by using the stabilisingeffect of the environmental forces acting on the vessel’s hull. Inorder to achieve this reduction, the vessel’s bow must alwaysface the environmental forces. The system therefore includesspecial weather vaning operation modes which cause the vesselto always point towards the environmental forces.

Weather vaning causes the vessel to act like a weather vane. Thevessel is allowed to rotate with the wind, current and wavesaround a fixed point called the terminal point. Neither theheading nor the position of the vessel is fixed. The heading of thevessel is controlled to point towards the terminal point, while the

position is controlled to follow a circle, called the setpoint circle,around the terminal point. This kind of weather vaning requiresa minimum sideways holding force, and the available thruster capacity on the vessel is used for maintaining the correct distanceand heading towards the terminal point.

The vessel’s position is not controlled in the athwartships

direction. The vessel’s motions are only damped. The terminal point, the setpoint circle and the maximum and minimum

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distances that the vessel may move from the terminal point aredefined by the operator. The distance from the terminal point is

monitored and an alarm is given if one of these limits is exceeded.For further information about the principles of offshore loading,see Offshore loading on page 61.

2.5 The K-Pos family of DP systems

The range of K-Pos DP systems provides functions which fulfilthe requirement for International Maritime Organisation (IMO)and all major classification societies, in combination with anindependent joystick control system. The K-Pos DP system istype-approved by Det Norske Veritas (DNV) and American

Bureau of Shipping (ABS).The Heading Control System (HCS) (Autopilot) has a mark of conformity (wheelmark) in accordance with the MarineEquipment Directive (MED) (EU Council Directive 96/98/EC onmarine equipment) of the European Union.

The K-Pos concept consists of a number of different types of DPcontrol systems designed for various applications and types of vessels. All the systems are based on the same hardware andsoftware platform.

• The stand-alone systems interface with other systems, such

as power plant and thrusters, via conventional signal cablesand serial lines.

• The integrated systems communicate with other KONGSBERG systems such as K-Chief (Marine Automation)and K-Thrust (Thruster Control) via a dual ethernet LAN.

The design gives the K-Pos concept a high degree of flexibilityand extensive possibilities for upgrading. In addition, the K-Posconcept has a number of options in order to adapt to variousdemands and safety requirements.

The K-Pos systems are based on a small number of flexible

hardware units which form the building modules of the differentsystem types. The same modules are also used as the building blocks for integrated systems.

Basic K-Pos DP systems on page 36 shows the basic systemswithin the K-Pos DP family.

Table 2 Basic K-Pos DP systems

Systems

DP-11 Stand-alone single DP control system

DP-12 Integrated single DP control system

DP-21 Stand-alone dual-redundant DP control system

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K-Chief systems. In this configuration, the interfaces to thethruster and power systems are via a dual data network to other

parts of the integrated system.

Figure 6 DP-11

2.7 K-Pos DP-21 and DP-22

The DP-21 and DP-22 are dual-redundant DP control systemscomprising a dual redundant DP controller unit (DPC-2) andtwo identical operator stations (K-Pos OS). The controller unitand the operator stations communicate via a dual high-speeddata network. Both systems satisfy the requirements of IMOEquipment Class 2 and corresponding class notations.

The DP-21 system provides a direct interface to the thrustersand includes the necessary interfaces to power plant,

position-reference systems and sensors (see Figure 7).

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Figure 7 DP-21

The DP-22 system is designed for integration with theKONGSBERG K-Thrust and K-Chief systems. In thisconfiguration, the interface to the propulsion and power systemsis via a dual data network to the other parts of the integrated

system.

2.7.1 Dual Redundancy

The most common redundancy concept for dynamic positioningsystems is the use of redundant sensors (two or more) and a dualcomputer system. The dual system, often referred to as “online”and ”hot standby”, significantly increases the total availabilityand reliability of a system compared to a single system. Thefollowing list specifies the main advantages of redundancy:

• No single-point failure

The system is designed to avoid total system failure if singlefailure occurs

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• Failure detection

The system will detect a failure, allowing corrective actions

to be taken

• Fault isolation

If one system component fails, the other components will not be affected

• Switchover to hot standby

If the online computer in a dual-redundant system fails, asuccessful switchover to the hot-standby computer takes placeautomatically

The system provides redundancy in accordance with Class 2requirements. The two controller computers are separate andoperate independently of each other. The operator may choosewhich computer is to be online, while the other computer actsas the hot standby.

The two computers operate in parallel, each receiving the sameinput from the operator, sensors, reference systems and thrusters,and each performing the same calculations. However, only theonline computer can control the thruster system. A switchover isactivated either automatically, if a failure is detected in the onlinecomputer, or manually by the operator. Automatic switchingis allowed only once. The operator must explicitly enable any

further automatic switching.Both control computers are continuously checked for bothhardware and software failures. If a failure is detected, a warningor alarm is given.

2.8 Integrated Control System (ICS)

Integrating all the functions for monitoring and control of avessel provides a real benefit both technically and economically.Functions can be integrated in order to reduce the overall needfor hardware and software functions and to reduce interfacingrequirements. This in turn leads to less demand for specialsoftware, cabling and testing. Furthermore, integrated systemsoffer a far greater degree of redundancy, and therefore increasedsystem availability and operational performance.

2.8.1 K-Chief - Marine Automation

K-Chief is a distributed vessel automation and control systemcovering functions such as:

• Power management

• Machinery monitoring and alarm system

• Auxiliary monitoring and control• Ballast monitoring and control

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• Cargo monitoring and control

• Vessel-wide mode control

2.8.2 K-Thrust - Thruster Control

The thruster control system monitors and controls the vessel’s propulsion and thruster system. The system includes thefollowing functions:

• Individual control of propulsion/thruster units

• Joystick control

• Station-keeping

• Monitoring and control of propulsion/thruster prime power units

• Monitoring and control of propulsion/thruster auxiliary units

• Emergency stop of propulsion/thruster units

In an integrated system K-Thrust operator stations may alsoact as backup for any of the K-Pos operator stations, therebyincreasing the system availability.

2.9 Heading reference systems

Good heading reference is crucial for a DP system. The headingreference is not only used for the heading control of the vessel,

but also used to correct the position-reference system for its offsetto the center of the vessel. For systems measuring angles relativeto the hull of the vessel, the heading reference will correct for the orientation of the vessel. Without heading reference, the DPsystem will not accept any position-reference systems.

Inaccuracies, fluctuations or drift in the heading reference willaffect all position-reference systems. Firstly, the measurementsfrom the position-reference systems relative to the sensor head

or antenna, are calculated back to the center of the vessel. Theheading measurement will affect this. Secondly, it will have greatimpact on short range Artemis (beacon) and FanBeam becausetheir measured relative bearing is corrected with the heading toget true bearing. It may also directly affect all systems usingvertical angle measurements such as SSBL HPR/HiPAP and TautWires, dependent on the angles.

A commonly used heading-reference system is the gyrocompass.There are normally two or three gyrocompasses installed for aredundant DP system.

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• In Long BaseLine (LBL) systems, the HPR measures thedistance between four transponders (transponder array) on the

seabed and one transducer on the vessel. When this methodis used, it is necessary to know the exact position of thetransponders on the seabed. The LBL system will assist in thisduring the calibration phase of the LBL array.

There are different types of transducers with different beamshapes and accuracy, and there are different types of transponderswith different beam shapes and functions varying from standardunits to units designed for a specific type of operation.

2 . 1 1 . 1 . 1 S o u n d i n w a t e r : v e l o c i t y , n o i s e ,

r e fl e c t i o n s a n d r e f r a c t i o n

Figure 8 Underwater acoustics

Various physical laws influence the sound signals travellingthrough water.

The speed of sound in water is approximately 1500 m/s, but this varies with the density of the water. The density isdependent on temperature, salinity and pressure. When the speed

increases from the surface to the seabed (higher salinity and/or temperature), the signal path will be bent up. When the speeddecreases from the surface to the seabed (lower salinity and/or temperature), the signal path will be bent down. The refraction(ray bending) will increase with increasing angle.

302363/A 43




Figure 9 Velocity of sound in water

This will especially influence the accuracy of the SSBL HPR when the vessel is moving. If the vessel is still and the acousticsituation in the sea is constant, the refraction will not affect the

positioning. When the vessel moves or the acoustic situation inthe sea changes, the change in the refraction will cause the HPR to show a different motion than the other reference systems. Thismismatch between the reference systems must be corrected by theoperator. If the sound velocity profile can be measured and thedata is fed to the HPR system, this error can be compensated for.

When sound is radiated from a source and propagates in thewater, it will be spread in different directions. The wave frontcovers a larger and larger area (see Figure 10). For this reasonthe sound intensity decreases. The maximum operation distancefor a HPR system depends on the signal to noise ratio. Thismeans that it depends on the signal strength of the transmittedsignal relative to the noise level in the sea at the same frequency.The signal strength will decrease as the sound spreads out in thewater (propagation) and because of signal loss. At a certaindistance, the signal will not be strong enough to be distinguishedfrom the background noise.

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Figure 10 Transmission loss

The most dominating background noise comes from the thrusters(see Figure 11).

Figure 11 Environmental acoustic noise level

302363/A 45




The noise from thrusters changes dependant on the thruster type.On pitch-controlled thrusters, the noise level is higher when

running idle than when running with load. In addition the impactof the thruster noise is determined by the direction (azimuth)of the thruster. Running thrusters on low RPM and high pitchnormally generates less noise than a thruster on high RPM andlow pitch. In general, thrusters with variable RPM/fixed pitchgenerate less noise than thrusters with fixed RPM/variable pitch.

2 . 1 1 . 1 . 2 D e p l o y m e n t a n d r e t r i e v a l o f t r a n s p o n d e r s

When deploying the transponder, it is important to prevent theair produced by for example main propellers, thrusters anddiving bell from obstructing the path of communication between

the transponder and the transducer. The transponder should bedeployed in a position where the current carries the air froma diving bell or other air-producing equipment away from theoperating area.

Figure 12 Deployment of transponders

The transponders might be deployed with a rope or a wiregoing to a buoy or the vessel on the surface, or they might be"thrown" over the side of the vessel if they have an acousticrelease mechanism.

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Figure 13 Transponder

The length of the rope between the transponder base and theweight can be 2-5 m.

The recommended weight of the sinker is approximately 60 kgfor 1000 m transponders and 100 kg for 3000 m transponders.

Another way to deploy the transponder is to mount it on a tripodand lower it to the seabed with a transponder winch. The winchshould preferably be of a constant tension type which will payout wire as the vessel moves. If the winch is not of a constanttension type, there must be procedures to ensure that suf ficient

extra wire is paid out to avoid dragging the transponder when thevessel is moving.

2 . 1 1 . 1 . 3 S i m u l t a n e o u s u s e o f t r a n s p o n d e r s

If more than one transponder is being used, it is important toselect transponder channels using different frequencies. Usingthe same frequencies may cause bad performance becauseringing (reflections) of the sound increases the noise level on thefrequency and thereby lowers the sensitivity of the receiver.

The general advice is not to use more than four transponders

simultaneously on one HPR.

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2 . 1 1 . 1 . 4 M o r e t h a n o n e H P R s y s t e m i n o p e r a t i o n

i n t h e s a m e a r e a

If more than one HPR is in operation in the same area, it isimportant that the use of HPR channels is coordinated on thedifferent fields.

2.11.2 RADius

RADius is a short-range relative positioning system. It is basedon radar principles and has no moving parts.

RADius consists of an interrogator typically located on a movingvessel, one or several transponders that are deployed on thetarget (vessel or installation). All deployed transponders at thetarget has unique identities, thus multiple transponders can beutilised for integrity and high availability. The RADius systemmeasures distance and bearing between the moving vessel andthe transponders.

One transponder is suf ficient for DP operations, RADius canhowever use up to five transponders simultaneously, givingincreased reliability and integrity. A transponder can serveseveral interrogators simultaneously providing multi user functionality. The RADius system’s 90° opening angle of theinterrogator combined with several transponders enables a wide

range of operations for example a supply vessel.

Figure 14 Typical operational scenario for a supply vessel operation

Transponder

Floating Production Storage Unit

Transponder

Supply vessel

Interrogator

Transponder Crane

Interrogator

(CD070400)

2.11.3 Artemis

Artemis is a high-accuracy surveying system measuring rangeand bearing between two points. Artemis uses a microwave-basedhorizontal tracking system. The system consists of one fix station

(FIX) installed on a fi

xed point and accurately aligned to north,and one mobile unit (MOB) installed on the vessel. During

48 302363/A




operation, the two antennas are locked to each other. The fixedstation measures the direction to the mobile antenna and sends it

to the mobile antenna. The mobile station measures the distance.

Figure 15 Artemis position-reference system

2 . 1 1 . 3 . 1 U s e a n d L i m i t a t i o n s

The Artemis has a theoretical maximum operational distance of

30 km. The measurement accuracy for distance is 1 meter andfor direction 0.02 degrees. This limits the practical maximumdistance for DP application to about 10 km. If the fix station isinstalled on a moving unit such as a moored drill rig or similar,the heading variations of the unit limit the practical distance toa few hundred meters.

The Artemis is low-power system radiating 100 mW 3 cm radar frequency constant wave. The Artemis may be disturbed by thehigh-energy pulse-modulated 3 cm radar systems radiating pulsesof 25 to 75 kW in the same frequencies. Therefore, there willnormally be radar silence in the 3 cm band when Artemis is used.

Artemis is affected by what are known as dip-zones. These aredistances where the direct radiated energy and reflected energyhits the antenna in anti-phase. In some situations, the reflectedand the direct signals cancel each other and the Artemis receivesno signals. These dip-zones occur at fixed intervals dependant onthe frequency and the antennas’ heights above the surface.

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Figure 16 Dip zones

All Artemis systems basically use the same frequencies. If twovessels need to use Artemis in the same area, they will disturbeach other if they are inside each other’s antenna sectors. In theArtemis Mk4, the operator can select one of four frequency pairsfrom the control panel. To generate the intermediate frequency(IF) of 30 MHz used in the receiver circuits, the Fix and Mobilestations shall always be tuned to a frequency difference of 30MHz.

The Artemis is generally resistant to weather types such as fog,rain and snow. Wet snow, which fastens to the front of theantenna, will however block the signals. Hot air or hot gasses,

such as exhaust from a funnel or the heat from a flare will affectthe system either by blocking the signals totally or by changingthe direction of the signals.

When working at short distances, height difference between theantennas may cause the systems to leave the vertical sector of theantennas. This problem may be increased by pitching and rollingof the vessel.

The Artemis may also work in a short-range mode where the FIXstation is replaced by a beacon. This system can only measurethe distance, and the direction has to be calculated from the

relative antenna direction corrected for the vessel heading. In the

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short-range mode the system accuracy is highly dependent on theaccuracy of the gyrocompass. The range for use with DP will be

limited to a few hundred meters.

2.11.4 Global Positioning Systems (GPSand DGPS)

2 . 1 1 . 4 . 1 G l o b a l P o s i t i o n i n g S y s t e m ( G P S )

The NAVSTAR GPS (Navigation Signal Timing and RangingGlobal Positioning System) was developed by the United States’Department of Defense to provide all-weather, round-the-clock navigation capabilities for the military forces. It has later become

an important navigation and positioning system for civilian users.Functional description

The GPS system consists of a space segment, a control segmentand a user segment.

The space segment consists of 24 operational satellites in sixorbital planes (four satellites in each plane). The satellites operatein circular 20,200 km (10,900 nm) orbits at an inclination angleof 55 degrees and with a 12-hour period. Additional active sparesatellites gives 26-28 operational satellites at any time.

The control segment consists of:

• five Monitor Stations (Ascension Island, Colorado Springs,Diego Garcia, Hawaii and Kwajalein)

• three Ground Antennas (Ascension Island, Diego Garcia andKwajalein)

• one Master Control Station (MCS) (located at Schriever AFBin Colorado)

– Geometry

– Satellite clock accuracy

– Ephemerid errors (errors in satellite orbits/position) – Signal propagation delays in the troposphere and

ionosphere (atmospheric effects) including scintillationeffected by the sun spots activity

– Receiver noise

– Multi path (reflected signals)

The monitor stations passively track all satellites in view andaccumulate ranging data. This information is processed at theMCS to determine satellite orbits and to update each satellite’snavigation message. Updated information is transmitted to eachsatellite via the Ground Antennas.

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The user segment consists of antennas, receivers and processorsthat provide position, velocity and precise time to the user.

Measurements to at least four satellites are necessary for a 3D position/clock error determination . Measurements to more thanfour satellites enables the GPS receiver to do error checks andreject erroneous data.

The satellites transmit on two L-band frequencies:L1

=

1575.42

MHz and L2 = 1227.6 MHz. All satellites transmiton the same frequencies with individual code assignments.Each satellite transmits data including the satellite location,the exact time the signal was transmitted, the satellite’s unique

pseudo-random noise (PRN) code and an almanac, which givesthe approximate data for all active satellites.

The position and the receiver clock error are calculated from theexact position of the satellites and the time the signals have usedto travel from the satellites to the receiver.

Accuracy

There are several factors effecting the accuracy of GPS:

GPS gives the position with an accuracy of 5 m to 25 m. For operations close to other installations or operations where thevessel has to position accurately, stand-alone GPS would not beaccurate enough.

Geometry

The geometric constellation of the satellites in use will affectthe accuracy of the GPS. The Positional Dilution of Precision(PDOP) value is used to express how favourable this geometry is.The more widely spread the satellites are, the better the geometry.

Two other DOP figures may be displayed on the GPS system;the HDOP which is the Horizontal Dilution of Precision and theVDOP which is the Vertical Dilution of Precision. A low DOPfigure is merely an indication that the geometry is favourable. Ahigh DOP figure should be a warning that the position accuracy

may be poor and that the position not should be trusted.Multipath (reflected signals)

Multipath refers to a situation where a signal reflected from asurface (the sea, the deck, a wall or another vessel) is mixed witha signal coming directly from the satellite. This gives a distanceerror, which will affect the accuracy of the position calculations.The choice of antenna and antenna position can reduce the

problems of multipath.

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Figure 17 Multipath effects

Signal propagation delays

Signal propagation delays in the troposphere and ionospherewill affect the range measurements and thus create errors. Theionospheric propagation error is eliminated in receivers using

both the L1 and L2 frequencies. (Different frequencies traveldifferently through the atmosphere and the error can thereby befound).

Figure 18 Signal propagation delays

Ionospheric scintillation

Ionospheric scintillation is the rapid fluctuation of the phaseand intensity of a radio signal that has passed through theearth’s ionosphere, typically on a satellite-to-ground propagationchannel. (For the radio signals this phenomenon is similar to thetwinkling of the light from a star in the night sky). It is caused bythe radiation from the sun, which varies with the sun spot activity.The affect on GPS is that the signals from satellites may be lost.Scintillation problems are known around the equator during

sunrise and sunset and in high latitudes during the day. When

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scintillations are expected, the DP operator should carefullyfollow up the behaviour of the GPS and, whenever necessary,

remove it from the DP’s position calculations.

2 . 1 1 . 4 . 2 D i f f e r e n t i a l G l o b a l P o s i t i o n i n g s y s t e m

( D G P S )

To overcome the inaccuracies in ranges deriving from clock inaccuracy, ephemerid errors and signal-propagation delays,a differential GPS can be used. A DGPS will receive rangecorrections from one or more reference stations where the exactantenna position is known. Since the exact satellite positionsare also known (from the GPS almanac), the exact distances tothe satellites are known. The difference between the measured

and the known distances to the satellites represents the errors.This difference is transmitted to the users and used to correctthe measurements. The accuracy for DGPS is dependent of the distance to the reference stations. The further away fromthe reference station, the poorer the accuracy. This is becausestations far apart will not use the same satellites, and the signalsreceived will have travelled different paths and therefore beenaffected differently by the atmosphere.

Figure 19 DGPS

2 . 1 1 . 4 . 3 D i f f e r e n t a l A b s o l u t e a n d R e l a t i v e

P o s i t i o n i n g S y s t e m ( D A R P S )

In some applications it is necessary to be able to positionrelative to a moving object, for example when loading crude oil

from a Floating Storage Unit (FSU) or a Floating Production,Storage and Of floading (FPSO) vessel (both referred to as FSU

54 302363/A




throughout this manual). The production vessel rotates around a“turret” which is moored to the seabed. The production vessel

will always try to keep its heading towards the weather tominimise vessel motions and to ensure that any gasses from the

production plant are blown in a safe direction. The offshoreloading tanker shall be positioned within a predefined sector

behind the FSU at a certain distance from the loading point (thestern) of the FSU. It is therefore necessary to know the positionof the loading point and the heading of the FSU. The DARPS

provides this information.

Each DARPS onboard the FSU and the shuttle tanker is fittedwith a UHF transceiver and/or a 870 MHz tranceiver (TDMA).The measured satellite ranges and the gyro heading is transmitted

from the FSU to the tanker. The DARPS on the tanker can thenfind the range and bearing between its own antenna and theantenna on the FSU. In the DP system this is used together withthe buoy data to find the position of the loading point and todefine the sector for the tanker.

Note that excessive multipath, GPS signal obstructions or interference will reduce the performance for both absolute andrelative positioning.

2.11.5 Other satellite navigation systems

2 . 1 1 . 5 . 1 G L O N A S S

GLONASS (Global’naya Navigatsionnaya SputnikovayaSistema) is the Russian counterpart to the American GPS. Itworks in the same manner, with 24 satellites flying a littlelower than the GPS and using slightly different frequencies.In December 2006 there were twelve operational GLONASSsatellites. The plan is to upgrade to 24 satellites by 2010. Inareas with scintillations problems, a combined GPS/GLONASSsystem may be safer. Such receivers are available in the market.

2 . 1 1 . 5 . 2 G a l i l e o

The European system Galileo is planned to be set into operationin 2010. It consists of 30 satellites, dual frequencies as standardand 14 ground stations.

2 . 1 1 . 5 . 3 S a t e l l i t e - B a s e d A u g m e n t a t i o n S e r v i c e

( S B A S )

Aviation administrations in USA, Europe and Asia are developingthe Satellite-Based Augmentation Service (SBAS). The SBASimproves the accuracy of the basic GPS signals. This system will

allow aircrafts to use GPS as a primary means of navigation for take off, en-route travel, approach and landing.

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An augmentation system consists of a number of groundreference stations monitoring the satellite data. A master station

collects data from the ground stations and produces a GPScorrection message accounting for satellite orbit errors, clock drift and signal delays caused by the troposphere and ionosphere.The corrected differential message is then broadcast throughgeostationary satellites. The information is compatible withthe basic GPS signal structure, which means any GPS receiver enabled for the service can read the signal.

• Europe’s augmentation system is named EuropeanGeostationary Navigation Overlay Service (EGNOS).

• The North American system is named Wide AreaAugmentation System (WAAS).

• The Japanese augmentation system is named MTSAT Satellite based Augmentation System (MSAS).

2.11.6 Fanbeam

Fanbeam® is a laser position-reference system designed for repetitive, high-accuracy positioning and tracking of marinevessels, and static and semi-static anchored structures.

The system is primarily used to control or assist automaticdocking of a vessel next to a platform, jetty or other vessel. The

system is also widely used to position seismic vessels gun arrayfloats during seismic surveys.

The basic system consists of a laser-scanning unit mounted on amotorised yoke that can rotate 360º at up to 50º per second. TheFanbeam® laser can measure to a range of 2000 m to within anaccuracy of ±10 cm. It uses a vertical 20º fan of pulsed light

produced by a multiple array of semiconductor laser diodes incombination with special optics.

Pulses reflected from a reflector mounted on a rig or a vessel, aretimed and multiplied by the speed of light to give distance. Atthe time of the received return, the optical bearing encoder isread to give the bearing.

An auto tilt mechanism incorporated into the yoke of theFanbeam® allows the laser-scanning head to be adjusted by ±15ºgiving a total beam range of -25º to +25º. This valuable featuremakes it easy to adjust for the large variations in height betweena vessel and a rig or two vessels in different states of ballast.

The Fanbeam uses laser light and is dependent on line-of-sight.Any obstructions between the Fanbeam and the reflector willcause it not to work. The Fanbeam is affected by fog, rain andsnow. The target type and placing must be carefully selected to

avoid the Fanbeam from jumping to other nearby targets or to beobstructed by any part of the operation, for example a crane lift.

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Fanbeam must be considered a short-range system when usedwith Dynamic Positioning. The relative bearing to the target,

which is measured with good accuracy by the Fanbeam, iscorrected for the vessel’s heading measured by the vessel’s owngyro. A gyro accuracy of ± 0.5° will, at 1000 m distance, havean effect on the position calculation of ± 8.7 m, which for someoperations may not be accurate enough.

2.11.7 The DP system’s utilisation of theposition measurements

The position measurements from the position-reference systemsshall be used to find the vessel’s position, but the measurementsmay be incorrect.

The position measurements are validated within the DP system before they are used to calculate the vessel position and to updatethe vessel model.Various methods of data validation and filteringare used by different vendors and in different DP generations. Itis important that the DP operator is familiar with how the DPsystem in use functions.

2.12 Operational planning

Thorough operational planning is crucial for safe and ef ficientoperation, and to reduce the risk of human errors. The mainfocus must be on safety, but the planning should also take intoconsideration economy and ef ficiency. All information aboutthe operation must be obtained.

The plan should cover the approach to the work site, thewhole operation and also the departure. The plan should bea step-by-step procedure for how, where and when to move,deploy, set up and test equipment.

Hazards and risk should be defined, and the operation should be planned to minimise these.

Examples of factors to be considered:

• Possible sub-sea, surface or overhead hazards

• Manoeuvrability

• Weather conditions, forecasts and predictions

• Water depth (shallow or deep water operations)

• Equipment class required for the operation and the number of position-reference system and sensors available and required

• Factors that can cause position-reference systems to becomedegraded or unavailable

• External forces• Power of the vessel and thruster configuration

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• Extraordinary power consumption, for instance by cranes or winches

• The vessel’s capability and ability to react to change inweather-conditions

• Standing orders

• Any restrictions from the field operator or the client, or restrictions on the vessel that may affect the operation and/or the vessel’s capability to stay in position.

When the plan is ready, it is of utmost importance that allinvolved personnel are well informed about the operation.

2.13 Resetting the DP system prior to operation

It is good work practice to reset DP systems before performing anew operation.

2.13.1 Resetting DP controller processstations

Some types of software errors build up over time and may, atsome point, crash the computer. These include errors such ascounters overrunning their maximum value if not reset.

The schedule for resetting the system has to be based on

experience with that particular system and it would be good practice to reset prior to the start of any critical or long-termoperation.

The DP controller process stations can be reset in three differentways:

• Use the Reset Controller PS dialog box on the System menu(software restart). See Resetting controller process stationson page 158.

• Hardware reset:

– Dedicated reset button

– Switch power off and on

We recommend that you use the software restart method.

Reset the controller process stations before you start the approachto the operational area.

The DP controller process stations can be reset in any systemmode, but to ensure that resetting the controller process stationsdoes not affect the safety of the vessel, follow these simple rules:

1 Ensure that the DP system is in Standby mode.

2 Ensure that no thrusters are enabled for use by the DP

system.3 Reset all controller process stations simultaneously.

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2.13.2 Resetting DP Operator Stations

The operator stations are not the most critical part of the system.

If one stops, you can still use the other to control your DP.Even if all OSs should stop, the DP controller process station(s)will continue operating, and you have time to restart the OSs,although you have no active control of the system.

• Reset the operator station whenever it is not performingcorrectly.

• Reset the operator stations one by one.

• Reset the operator station by selectingSystem→Stop/Restart→Restart.

This will not affect the positioning of the vessel or any settings in

the DP controller process stations.

2.14 Thruster control command signals

In stand-alone DP systems, the electrical command signals to thethrusters are generated inside each of the DP computers. In adual-redundant DP system the two controller process stations’command signals are connected to a software switch. Only oneof the two controller process stations, (referred to as the onlinecontroller PS or the master controller PS) is connected to thethrusters at any time. The switch is controlled by the operator, or

if the online controller PS fails, the switch automatically switchesto the other controller PS. In a K-Pos system, the two controller PSs are called A and B, respectively.

Prior to operation, check that the electric interfaces from bothDP controller process stations to the thrusters are functioningcorrectly and that the change-over switch works. (All other data and signals are checked and compared between the twocontroller process stations, and a difference here will result in anAB difference message being given.)

2.14.1 General procedure for checking

stand-alone dual-redundant DP systems1 Set up the vessel on AUTO DP with both computers and

all thrusters running.

2 Check that the DP system is performing correctly.

3 Set controller process station A as master (online).

4 Check that the DP system is performing correctly.

5 Test auto-switch from controller process station A tocontroller process station B:

a Stop controller process station A.

b Check that controller process station B is master (online).

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6 Test controller process station B:

a Check that the DP system is performing correctly.

b Check that the feedback is equal to the setpoint for allthrusters.

7 Restart controller process station A, and wait until it is upand running.

8 Test auto-switch from controller process station B tocontroller process station A:

a Stop controller process station B.

b Check that controller process station A is master (online).

9 Test controller process station A:

a Check that the DP system is performing correctly.

b Check that the feedback is equal to the setpoint for allthrusters.

10 Restart controller process station B.

• The test finishes and the system is fully operational whencontroller process station B is up and running.

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Offshore loading

3 OFFSHORE LOADINGThis chapter contains the following sections:

3.1 K-Pos DP Offshore Loading application ...................613.2 Weather vaning ..........................................................623.3 Tandem loading (FSU/FPSO) ....................................623.4 Single anchor loading (SAL) .....................................633.5 Single point mooring (SPM)......................................643.6 Floating loading platform (FLP)................................653.7 Submerged turret loading (STL)................................653.8 Operational modes .....................................................663.9 Additional functions................................................... 68

3.1 K-Pos DP Offshore Loading application

The K-Pos DP Offshore Loading application provides dynamic positioning functions for use during offshore loading operations.

Offshore Loading is a fully-integrated application of the K-PosDP system.

Different procedures are used depending on the loading method.Procedures for the following offshore loading methods aredescribed in this operator manual:

• Bow-loading methods:

– Tandem loading (FSU/FPSO)

– Loading buoy without mooring (OLS)

– Single anchor loading (SAL)

– Single point mooring (SPM)

– Floating loading platform (FLP)

• Submerged Turret Loading (STL)

Four distinct operating modes are provided for approaching theoffshore loading buoy and for position-keeping during loading:

• Approach mode — when approaching the buoy

• Weather Vane mode — when loading (bow-loading methods)

• Connect mode — when connecting to, or disconnecting from,an STL buoy

• Loading mode — when loading from an STL buoy

In all of these modes, the vessel’s bow or mating cone (not theMidships position) is used as the reference point for positioning.

The vessel’s rotation center is Midships for all operating modes

except Connect and Loading , where the mating cone is used asrotation center.

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3.2 Weather vaning

Position and heading control both in the Approach and Weather Vane modes are based on the “weather vaning” principle.

Figure 20 Weather vaning

The vessel is allowed to rotate with the wind and waves aroundthe offshore loading buoy. This positioning method reduces thethruster/propeller force required to maintain the vessel’s position

relative to the buoy.

• The vessel position is controlled in the surge axis to maintainthe required distance from the bow or mating cone to the buoywithout oscillations. The distance to the buoy is specified as asetpoint circle, centred on the buoy or base position.

• The vessel heading is controlled in the yaw axis to keep theheading steady and directed towards the buoy.

• The vessel position in the sway axis is allowed to changeon the setpoint circle so that the vessel is driven by theenvironmental forces to the optimum heading (where theeffect of the environmental forces is at a minimum).

• The vessel motion in the sway and yaw axes is damped to prevent “fishtailing”.

3.3 Tandem loading (FSU/FPSO)

This type of weather vaning is made around the stern of aFloating Storage Unit (FSU) or a Floating Production, Storageand Of floading (FPSO) vessel. The stern of the FSU acts asthe terminal point and the position of the terminal point will

therefore vary. The station-keeping may be performed with or

62 302363/A



Offshore loading

without tension in the mooring hawser. If the vessel has suf ficientthruster capacity, it is generally advisable to have zero tension

in the mooring hawser.The best performance is obtained if both the vessel’s positionrelative to the FSU and its geographic position are measured andcommunicated to the DP system. Alternatively only relative

position-reference systems may be used.

Note

Throughout this operator manual, the term FSU is used to cover both FSU and FPSO to enhance the readability and to avoid unnecessary repetition.

Figure 21 Loading at a fl oating storage unit or a fl oating production and storage object

3.4 Single anchor loading (SAL)

This type of weather vaning is made around a fixed terminal

point i.e. the anchor (moored buoy). The vessel is linked to the buoy/anchor by a single mooring hawser. There is always tensionin the mooring system. One or more absolute position-referencesystems are needed.

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Figure 22 Single anchor loading

3.5 Single point mooring (SPM)

This type of weather vaning is made around the boom-tip of amooring buoy. The boom-tip acts as the terminal point and the

position of the terminal point will vary since the boom can move.The station-keeping may be performed with or without tension in

the mooring hawser. If the vessel has suf ficient thruster capacity,it is generally advisable to have zero tension in the mooringhawser.

One or more buoy-relative position-reference systems are needed.

Figure 23 Single point mooring

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Offshore loading

3.6 Floating loading platform (FLP)

This type of weather vaning is made around the boom-tip of aFloating Loading Tower/Platform (FLT/FLP). The boom-tipacts as the terminal point and the position of the terminal pointwill therefore vary. These variations will also be affected by themooring arrangement for the FLT/FLP. The station-keeping may

be performed with or without tension in the mooring hawser. If the vessel has suf ficient thruster capacity, it is generally advisableto have zero tension in the mooring hawser.

The best performance is obtained if both the vessel’s positionrelative to the FLT/FLP boom-tip and the vessel’s geographic

position are measured. The actual platform position of the

FLT/FLP will then be monitored against the nominal platform position.

Figure 24 Loading at a fl oating loading platform

3.7 Submerged turret loading (STL)

Approach and loading from an STL buoy is performed in three phases:

• Approaching the buoy ( Approach mode)

• Connecting (and disconnecting) the buoy (Connect mode)

• Loading while connected to the buoy ( Loading mode)

One or more absolute position-reference systems are needed. AnHPR system may be used to provide the position of the vesselrelative to the base position. The additional HPR transponder located on the turret (STL buoy) allows the system to monitor the

position and depth of the turret while it is not connected.

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Figure 25 Loading at a submerged turret

3.8 Operational modes

For detailed operating procedures, refer to the Offshore LoadingProcedures for each individual buoy.

The operating modes available in the K-Pos DP OffshoreLoading application are summarised below.

3.8.1 A p p r o a c h mode

The Approach mode is used when approaching an offshoreloading buoy from a distance. In this mode, the weather vaning

principle is used to control the vessel’s heading and position. Theapproach is performed in steps by adjusting the setpoint radius.

3.8.2 W e a t h e r V a n e mode

For bow-loading operations, it is recommended that the chainstopper is closed and/or the hose is connected to the vessel beforeWeather Vane mode is selected.

In this mode, the weather vaning principle is used to control thevessel’s heading and position.

In the Weather Vane mode (and in the Approach mode when thehose is connected), the preconfigured position warning and alarmlimits are activated.

The following additional functions are available in Weather Vane

mode:• Hawser tension compensation

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• Fore/aft position alarm limits (weather vane limits)

• Manual bias (only for OLS, SPM and FLP)

3.8.3 C o n n e c t mode

For STL operations, the Connect mode is used when connectingand disconnecting the STL buoy to/from the vessel’s matingcone. This mode can be selected when the vessel is close to the

base position.

While the STL buoy is being hauled in or lowered, and whenthe buoy is connected, the mooring forces from the buoy aretaken into account in the Vessel Model. The horizontal tension inthe STL buoy as a function of the offset from the base positionand the depth, is provided as part of the preconfigured buoyinformation.

Full automatic position and heading control to maintain the present position and heading, are selected when entering theConnect mode. You can change the heading and positionsetpoints using the standard procedures available in Auto Positionmode. In addition, you can set the position setpoint to the base

position or the buoy position using the Goto Base or Goto Buoy

functions.

When the STL buoy is connected, the Loading mode must be

selected.

3.8.4 L o a d i n g mode

For STL operations, the Loading mode is used during the loadingoperation and must be selected when the STL buoy is connectedto the vessel.

The mooring forces from the STL buoy are taken into accountas in the Connect mode.

Position and heading control is the same as in the Connect mode

except that you can select either full position control, onlydamping control, or no control (only monitoring) in each of thesurge, sway and yaw axes.

In the Loading mode, the preconfigured position warning andalarm limits are activated.

The following additional functions are available in Loading mode:

• Fore/aft position alarm limits (weather vane limits)

• STL mean offset

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3.9 Additional functions

Additional functions are available depending on the operatingmode and the type of buoy selected. These functions aresummarised below with references to sections that contain further information.

3.9.1 Selecting a buoy

Selecting the buoy to approach for an offshore loading operationis done in Standby mode. You must choose the buoy by selectingfrom a list of available buoys. For each buoy there is a set of

preconfigured information, comprising both field data (such as buoy position and alarm limits) and vessel-specific data. The

information provided depends on the type of loading operation.See Buoy Select dialog box on page 237.

3.9.2 Changing the setpoint radius

In Approach and Weather Vane mode you can adjust the radius of the setpoint circle within preconfigured maximum and minimumlimits. These limits depend on the selected buoy and theoperating mode. See Setpoint radius on page 241.

3.9.3 Compensating for hawser tension

When the vessel is connected to the loading buoy by a hawser,measurements of the tension forces on the chain stopper are usedto allow the system to compensate for the hawser tension. See

Hawser tension sensors on page 181.

3.9.4 Setting weather vane limits

In the Weather Vane and Loading modes, you can specify fore andaft position alarm limits (in addition to the preconfigured positionalarm limits for the selected buoy). In Weather Vane mode, these

limits are relative to the setpoint circle. In Loading mode (for STL buoys), these limits are relative to the base position.

These limits are two parallel lines, perpendicular to the vessel’sheading, at a specified distance on each side of the setpoint circleor the base position. See 4.10 Alarm Limits dialog box - Weather Vane page on page 109.

3.9.5 DP position limits

You can use the standard DP position alarm and warning limitsin any of the Offshore Loading modes. See Position page on

page 107.

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3.9.6 Using manual bias

For OLS, SPM and FLP, in Weather Vane mode, you can apply

manual thrust bias for short periods. This bias is applied inaddition to the calculated force demand. This can be usefulin rough weather to prevent the position deviation that mightotherwise be caused by the impact of a series of large waves. SeeUsing manual bias on page 223.

3.9.7 Axis control

In the Loading mode (for STL operations), this function allowsyou to select automatic or manual position control, or only vesselmotion damping, in the surge, sway and yaw axes. See Axis

Control dialog box on page 253.

3.9.8 GPS relative settings

When the vessel is equipped with two GPS reference systemswith DARPS functionality for positioning relative to an FSU,you can change the UHF and TDMA link configuration. SeeGPS Relative Settings dialog box on page 200.

3.9.9 SAL buoy settings

When performing Single Anchor Loading, you set the position of the hose head relative to the base position of the buoy. This hose

position plus/minus a preset angle defines a sector within whichthe vessel must be positioned when connecting. See SAL BuoySettings dialog box on page 239.

3.9.10 FSU Position function

In the Approach and Weather Vane modes (for FSU operations),the FSU Position function allows surge and sway movement of the FSU within defined limits (the Surge/Sway rectangle). This

results in signifi

cantly reduced use of the thrusters, and therebyreduces energy consumption. See FSU Position function on page 242.

3.9.11 FSU Heading function

In the Approach and Weather Vane modes (for FSU operations),you can make use of the FSU Heading function to perform controlof heading changes and minimise the heading difference betweenthe FSU and the vessel. See FSU heading function on page 248.

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4 USER INTERFACEThis chapter contains the following sections:

4.1 Operator station..........................................................704.2 Operator panel............................................................714.3 Display layout ............................................................764.4 Display views.............................................................874.5 Main menus................................................................ 92

4.1 Operator station

The K-Pos DP operator station includes a high-resolution colour flat screen for monitoring and operation of the system, and an

operator panel with push buttons, lamps and joystick controls.

Figure 26 The K-Pos DP operator station

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4.2.1 Push buttons

Several push buttons with status lamps are provided on the

operator panel for activation of main modes, position-referencesystems, thrusters and functions. The accompanying status lampsindicate activation of a particular function, mode or system.

Other frequently-used functions, such as selection of displayviews and dialog boxes, may also have dedicated push buttons onthe operator panel.

The buttons are grouped according to their main function. For safety reasons, some of the buttons must be pressed twice withinfour seconds to invoke action. These buttons are indicated by awhite line along the lower edge.

Figure 28 Examples of buttons: double press ( TAKE button for taking command) and single press ( ACK button for acknowledging messages)

Note that the appearance of push buttons may vary from vesselto vessel.

4 . 2 . 1 . 1 M o d e s

The MODES button group contains buttons for selecting the mainoperational modes. Status lamps indicate the current mode.

Three additional buttons allow you to select individual axes for automatic control. These are referred to as the SURGE, SWAY

and YAW buttons throughout this manual.

Figure 29 shows the button arrangement for an OS where theoperator looks in the alongships direction whilst looking at thescreen.

Figure 29 Surge, sway and yaw buttons on an OS that isorientated in the alongships direction

Figure 30 shows the button arrangement for an OS where theoperator looks in the athwartships direction whilst looking atthe screen.

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Figure 30 Sway, surge and yaw buttons on an OS that isorientated in the athwartships direction

4 . 2 . 1 . 2 C o n t r o l s

The CONTROLS button group contains buttons for accessingsystem functions and dialog boxes.

4 . 2 . 1 . 3 V i e w s

The VIEWS button group contains buttons for selecting the viewto be displayed in the main working area of the screen.

4 . 2 . 1 . 4 T h r u st er s

The THRUSTERS button group contains buttons for enablingthrusters.

4 . 2 . 1 . 5 S e n s o r s

The SENSORS button group contains buttons for enabling

position-reference systems and for initiating dialog boxes relatedto other system sensors.

4 . 2 . 1 . 6 C o m m a n d

The COMMAND button group contains buttons for transferringcommand to one Operator Station or operator terminal fromanother.

4 . 2 . 1 . 7 A l a r m s

The ALARMS button group contains indicators and buttons

to display and acknowledge alarms and events. The SILENCE button, shown to the left, is used to silence the audible signalwithout acknowledging the Emergency or Alarm message thatcaused it.

For more information about messages and the ALARMS buttongroup, see Message system on page 117.

4.2.2 Input

The INPUT keypad provides keys that are used to enter values or

text into dialog boxes.

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This button toggles between numeric and alphanumeric mode. Numeric mode is the default. Press the button for one second to

toggle. A short beep will confirm the change. The lamp is litgreen when the panel is in alphanumeric mode (letters) and notlit when in numeric mode (numbers).

When the panel is in numeric mode and any of the numeric keysare pressed, the corresponding number is entered.

When the panel is in alphanumeric mode and any of the numerickeys from 2 through 9 is pressed once, the first letter on that key isentered. Press the key twice to enter the second letter, three timesto enter the third letter and four times to enter the fourth letter.

In alphanumeric mode this button toggles between non-capital

and capital letters. Non-capital letters is the default. Press the button for one second to toggle.

Pressing this button deletes one character to the left.

This is the ENTER key. Pressing this key applies the value or textyou have written to the system (i.e. corresponds with clickingthe OK button on a dialog box)

PAGE UP

PAGE DOWN

HOME

ESC

Same functions as on a standard keyboard.

4.2.3 Trackball

The TRACKBALL is used to position the cursor on the screen.

The left button is used to click on screen buttons, choose from

menus and select displayed symbols.

The right button is used to display a shortcut menu.

The middle button is not used.

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4.2.4 Joystick

In Joystick mode, the operator controls the positioning of thevessel using the three-axis joystick (integrated joystick and rotatecontroller).

To move the vessel in the surge and sway axes (alongships andathwartships directions), tilt the joystick. The direction in whichthe joystick is tilted determines the direction of applied thruster force, and the angle of tilt determines the amount of appliedthruster force.

To turn the vessel (the yaw axis), rotate the joystick. Thedirection in which the joystick is rotated determines the directionof the rotational moment demand, and the angle through which

the joystick is rotated determines the amount of applied rotationalmoment.

4.2.5 Heading wheel

The Heading Wheel comprises one heading wheel and seven buttons. Three of these buttons are located in front. The other four forms a circle close to the heading wheel.

The functions that are available depend on the present mode.

HEADING (DECREASE/ACTIVATE/INCREASE)To perform a change of heading using the heading wheel, oneof these three associated buttons must be pressed. The headingsetpoint can be changed by turning the heading wheel or by usingthe DECREASE or INCREASE buttons.

HEADING WHEEL

This is used for setting a new heading.

RATE OF TURN/TURN RADIUSFor adjusting the Rate Of Turn (ROT) or Turn Radius.

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DISTANCE TO TURN

For adjusting the Distance To Turn.

4.3 Display layout

The display interface uses standard Microsoft Windows operatingfeatures such as menus and dialog boxes.

The display is divided into a number of predefined areas asshown in the following figure. In addition to these, dialog boxesare displayed whenever operator interaction is required.

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4.3.1 Title bar

The title bar identifies the K-Pos DP operator station and shows

the current date and time.

When this operator station has command, the Controller PSgroup and Command group field has yellow background colour.In our example the Controller PS group is Main (to which theoperator station in question is connected) and the Commandgroup is Propulsion (which the system controls).

When the Trainer is used, the text SIMULATING is displayedflashing.

4.3.2 Menu bar

The menu bar provides command menus allowing access to the

available dialog boxes.

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Figure 31 Menu bar (example)

4 . 3 . 2 . 1 A c t i v e a n d u n a v a i l a b l e c o m m a n d s

Because some commands are relevant to several modes, thesecommands appear on more than one menu. For example, Heading

appears on both the Joystick and AutoPos menu.

Some commands that are present on more than one menu areonly available in the present mode menu. Unavailable commandshave a dimmed appearance.

Figure 32 Commands that are present on more than one menu(example)

4.3.3 Message line

The message line shows the most recent emergency, alarmor warning message that has not yet been acknowledged.Right-clicking the message text opens the System Messages

Help with the relevant message explanation displayed. See Presentation of messages on page 119.

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4.3.4 Performance area

The performance area shows important performance information

to allow immediate assessment of the situation. The content of this view changes automatically according to the selected mainmode.

Several parts of the performance area are click-sensitive.When the cursor is moved over an indicator that is defined asclick-sensitive, it changes to a pointing hand. At the same time ahotspot cursor text in a yellow frame (the tooltip) is displayed for a few seconds. This text explains the use of the click-sensitiveobject.

Orientation of the OS and effect on the

Performance area

The Performance area shows information relative to theorientation of the Operator Station, so that it is easier to interpretwhat is seen on the screen. There are two possible orientations:

• The Operator Station is installed facing forward in the vessel(ahead), when looking at the display screen.

• The Operator Station is installed facing the stern of the vessel(aft), when looking at the display screen.

In this manual, the Performance area examples show theinformation with forward orientation. For aft orientation, the

displayed information is the same, but it may be arrangeddifferently to suit the orientation of the Operator Station.

4.3.5 Working areas

The working areas shows operator-selectable display views.

4.3.6 Status line

The status line displays general help messages and advice for theoperator. For example, when moving the cursor over an openmenu, information about the menu commands is displayed in

the status line.

4.3.7 Status bar

The status bar provides general system status information by means of indicators, some of which are click-sensitive.When the cursor is moved over an indicator that is defined asclick-sensitive, it changes to a pointing hand. If you then click

the left trackball button, a dialog box related to that indicator is opened.

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Figure 33 Status bar (example)

MainMode

The present operational mode.

PosMode

The automatic position control mode: PRESENT or NEW SETP

(new setpoint).

HdgMode

The automatic heading control mode: PRESENT, SYS SEL

(system selected) or NEW SETP (new setpoint).

AllocModeThe present thruster allocation mode, for example VARIABLE

(see Thruster Allocation dialog box on page 256).

RotCenter

Shows the present Rotation Center (see on page or on page ).

Thr

An indication of the status of the thrusters:

• Grey — No thrusters are enabled.

• Green — At least one thruster is enabled.

Refs

An indication of the status of the position-reference systems:

• Grey — No position-reference systems are enabled.

• Yellow — At least one position-reference system is enabled, but there is no acceptable position information.

• Green — At least one position-reference system is enabledand the position information from at least one of them isaccepted.

Sens

This is one of the click-sensitive areas. If you press the lefttrackball button while the cursor has the shape of an open hand,

the Sensors dialog box is opened.

Joystick

Symbols describing the present joystick settings are groupedabove this label.

Joystick Thrust level

Full or Reduced (see on page ).

Joystick Precision level

High Speed, General or Low Speed (see on page ).

AutoPos

Symbols concerning automatic control are grouped above thislabel.

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Axis Control and Axis Damping Control

These are graphic indications of the axes that are under automatic

control or damping control.

The descriptions of the surge and sway axes apply to a systemwith the vessel diagram displayed “bow up” (see Orientation of the OS and effect on display views on page 87).

The surge axis is under automatic or damping control.

The sway axis is under automatic or damping control

The yaw axis is under automatic or damping control

The axis control symbol is rotated according to the orientationof the Operator Station (see Orientation of the OS and effect ondisplay views on page 87). Note that the mutual angle difference

between the surge and sway axes is preserved.

Gain

Shows the present controller gain level. There are differentsymbols for the available combinations of controller mode andgain level. See on page .

Quick Model

Shows whether the Quick Model Update function is on (yellow)or off (grey) (see Quick model update on page 112).

DP Consequence Class

Shows the currently selected DP Class for the DP OnlineConsequence Analysis function:

• Grey — Off

• 2 — Class 2

• 3 — Class 3

4.3.8 Dialog boxesYou can enter data into the system using dialog boxes. Theseare displayed using panel buttons, selecting menu commands or

by clicking on graphical symbols in the views or icons on thestatus bar.

Dialog boxes appear in the display area but you can move themas required.

To locate information about individual dialog boxes, use the Index at the end of this manual.

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When data has been modified on a dialog box, the message(Changed) is added to the title bar text.

Data entered on a dialog box is not used by the system until youconfirm the input by clicking the Apply or OK button:

• If you click the OK button, the changes that you have madeare applied and the dialog box is removed from the display. If any data errors are found, no changes are made and the dialog

box remains open.

• If you click the Cancel button, no changes are made and thedialog box is removed from the display.

• If you click the Apply button, the changes that you have madeare applied and the dialog box remains displayed.

When you are not allowed to make changes to the data on adialog box, both the OK and Apply buttons will be unavailable

(displayed dimmed). This can occur, for example, when theOperator Station is not in command or the system is not in anappropriate mode.

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Some dialog boxes have several pages which you access byclicking on the page tab. For this type of dialog box, both the

Apply and OK buttons apply the changes that you have madeon all pages of the dialog box.

Click the Cancel button to close the dialog box without action. If a dialog box can be accessed by pressing a panel button, pressingthis panel button while the dialog box is displayed closes thedialog box without action.

4.3.9 Entering numeric values

Numeric values can be entered into text boxes in dialog boxes,you can achieve this in several different ways, depending on the

types of numeric input field used and the functionality availableon the Operator Station.

There are two types of input fields used for entering numericvalues:

Text box

This is a rectangular box in which you can type a numerical value.If the box already contains a numerical value, you can select thatdefault value to be used or delete it and type in a new value.

Spin box

This is a text box equipped with two additional up and downarrows (on the right-hand side) that can be clicked to decrease or increase the numerical value by a fixed increment. A numericalvalue can also be typed directly in the box.

On an operator panel equipped with a numeric keypad, thiskeypad represents the easiest way to enter numeric values.

However, the Enter a New Numeric Value dialog box may beused. This will be displayed on the screen when enabled, and isespecially suited to Operator Stations having:

• No numeric keypad on the operator panel• Touch sensitive screens

4 . 3 . 9 . 1 E n a b l i n g t h e E n t e r a N e w N u m e r i c V a l u e

d i a l o g b o x

The Enter a New Numeric Value dialog box must be enabled before use.

To enable the Enter a New Numeric Value dialog box:

1 Select View→Num Entry Dlg.

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• The Numeric Entry Keypad Dialog Use dialog box isdisplayed.

2 Select the Enable Numeric Entry Keypad Dialog check boxand click the OK button.

• The Enter a New Numeric Value dialog box is enabled.

To test the Enter a New Numeric Value dialog box:

1 In the Numeric Entry Keypad Dialog Use dialog box, ensurethat Enable Numeric Entry Keypad Dialog is selected.

2 Place the cursor in the Enter a numeric value text box and

click the left trackball button or, if you have a touch-sensitivescreen, tap the text box using your index finger.

• The Enter a New Numeric Value dialog box is displayed.

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3 Enter a new numeric value in the Enter a numeric value: text box using the numeric keys on the Enter a New Numeric

Value dialog box and then click the OK button (on the Entera New Numeric Value dialog box).

4 Click the OK button on the Numeric Entry Keypad Dialog

Use dialog box.

• The Enter a New Numeric Value dialog box is tested andready for use.

4 . 3 . 9 . 2 U s i n g t h e E n t e r a N e w N u m e r i c V a l u e

d i a l o g b o x

To use the Enter a New Numeric Value dialog box:

1 Having opened a dialog box containing text boxes for numeric entry, place the cursor in a text box and click theleft trackball button.

• The Enter a New Numeric Value dialog box is displayedadjacent to the text box.

2 Use the keys on this dialog box to enter a new numericvalue in the text box.

3 Click the OK button on the Enter a New Numeric Value dialog box to use the new numeric value in the relevant text box.

Note

This new numeric value will first be applied to the system when you click the O K or Apply button on the dialog box where the

relevant text box is located.

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4 . 3 . 9 . 3 O v e r v i e w o f t h e k e y s i n t h e E n t e r a N e w

N u m e r i c V a l u e d i a l o g b o x

Deletes the digit to the left of the cursor.

Deletes the digit to the right of the cursor.

Deletes the entire number.

Moves the cursor to the far left on the text box.

Moves the cursor one digit to the left.

Moves the cursor to the far right on the text box.

Moves the cursor one digit to the right.

The numeric keys 0 to 9, decimal point key and sign key.

4.3.10 Input validation of entered values

When you enter a numerical value, it is validated by the system.The value must be within the selected display format limits for this data type (for example, a heading value must be between 0and 360 degrees). If you enter an illegal value, and then click theOK or Apply button, an Illegal value dialog box is displayed.

Click the OK button on this dialog box. The illegal value willremain highlighted in the text box until it is corrected.

If the dialog box has more than one page, and you enter an illegalvalue on one of the pages, the validation will be performed whenyou click the OK or Apply button, even though another page is

displayed. The dialog box is automatically displayed with the page containing the illegal value on top.

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If more than one validation error occurs, all errors are listed inone message box. In the dialog box, however, only the first error

will be highlighted.

4.4 Display views

Display views presents the operator with information about theoperation.

4.4.1 Orientation of the OS and effect ondisplay views

Several of the display views show information relative to adiagram of the vessel; for example, thrusters are shown on the

Thrusters view in their relative positions on the vessel diagram.The orientation of the vessel diagram is configured to suit theorientation of the Operator Station, so that it is easier to interpretwhat is seen on the screen. There are four possible orientationswhich are generally used in the following situations:

• The operator is facing forward in the vessel when lookingat the display screen. The vessel diagram is displayed “bowup” on the display.

• The operator is facing to starboard in the vessel when lookingat the display screen. The vessel diagram is displayed “bow

left” on the display.• The operator is facing aft in the vessel when looking at the

display screen. The vessel diagram is displayed “bow down”on the display.

• The operator is facing to port in the vessel when looking at thedisplay screen. The vessel diagram is displayed “bow right”on the display.

In this manual, the example display views show the vesseldiagram “bow up”. For other orientations, the displayedinformation in each view is the same, but it may be arrangeddifferently.

4.4.2 Tooltip/hotspot cursor and changeof cursor image

In many of the display views, the ordinary cursor changes toa pointing hand (the hotspot cursor) when it is moved over an area defined as click-sensitive. Typical examples of suchclick-sensitive areas are:

• Push buttons for zooming in and out.

• Numerical fields showing other related numerical values when

clicked.• Graphical fields showing a specific dialog box when clicked.

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• Change of position setpoint.

• Opening another view related to the specific component you

click.

• Opening the control dialog box for a specific plot, etc.

At the same time as the cursor image changes when it is movedover a click-sensitive object, a hotspot cursor text in a yellowframe (the tooltip) is displayed for a few seconds. This textexplains the use of the click-sensitive object. The tooltip andhotspot cursor are on by default, but can be toggled on/off byusing the Show ToolTip and the Use HotSpot Cursors commandson the View menu.

4.4.3 Available views

You will find information about the standard display views in thefollowing sections (in alphabetic order):

• Deviation view on page 311

Shows a combination of graphical and numerical performancedata, particularly related to position and heading deviation.

• Dev WVane view on page 315

Shows a combination of graphical and numerical performancedata, particularly related to offshore loading operations.

• General view on page 317

Shows a combination of graphical and numerical performancedata.

• Joystick view on page 320

Shows the thrust setpoint and response during Joystick mode.

• Numeric view on page 324

Shows performance data in numerical form.

• Num WVane view on page 326

Shows performance data in numerical form that are relevantduring offshore loading operations.

• Performance area on page 328

Shows important performance information to allow immediateassessment of the situation.

• Posplot view on page 334

Shows the vessel’s position and heading.

• Power view on page 348Shows a mimic display of the vessel’s electrical power system.

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• Power Consumption view on page 352

Shows available power for each main bus in numerical form,

and also consumed power for each main bus both in numericaland graphical form.

• Refsys view on page 353

Shows the individual and consequent performance of theactive position-reference systems.

• Refsys Status view on page 361

Shows the status for each position-reference system or transponder.

• Sensors view on page 362

Shows the performance and state of some subset of the vessel’ssensors, such as gyrocompasses, wind sensors and VRS.

• STL Monitor view on page 367

Shows the relative position and depth of the STL buoy duringthe connection and disconnection phases.

• Thruster views on page 370

A main view and sub views for each thruster show how thesystem is using the available thrusters to provide the requiredthrust setpoint. The Setp/feedb view shows setpoint andfeedback data for all the thrusters.

• Trends view on page 387

Shows dynamic displays (trend plots) and numerical valuesfor trended curves of the history over a specified period of selected information.

• WVane view on page 391

Shows a combination of graphical and numerical performancedata, particularly related to offshore loading operations.

4.4.4 Selecting a display view

You can select a view to be displayed in three ways:

1 To select a view to be displayed in the right part of the working area, press the appropriate button in theVIEWS button group on the operator panel (The standardconfiguration is that display views appear in the right partof the working area. The system on your vessel may beconfigured in such a way that views appear to the left).

2 To select a view to be displayed in the any part (left or right)

of the working area, place the cursor in the required area andclick the right trackball button.

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• A shortcut menu is displayed listing the views that areavailable.

The small arrow to the right of a menu entry indicates that asubmenu of related views is available.

• The Analysis sub menu contains the Capability andMotion Prediction views.

• The Utility sub menu contains the Trends and RotationCenters views.

• The Performance sub menu contains the General, Numeric and Deviation views.

3 Select the required view from the shortcut menu.

To display a preselected set of views in the performance, workingand monitoring areas, press the appropriate function key on thekeypad (see Preselecting views on page 91).

4.4.5 View control dialog boxes

Many of the views have control dialog boxes for selecting thedisplayed information and controlling features of the view. These

dialog boxes are accessed via the shortcut menu for the view.

To display the control dialog box for a view:

1 Place the cursor anywhere in the view and click the righttrackball button.

• The shortcut menu is displayed.

2 Select View Control on this shortcut menu.

• The control dialog box for the view is displayed.

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• If the view does not have an associated control dialog box, then View Control is not available on the shortcut

menu.

4.4.6 Zooming

To zoom a view that is displayed in the working or monitoringareas, click Zoom In on the shortcut menu. The view is enlarged

by approximately 60%, centered on the cursor position when theshortcut menu was displayed.

A zoomed view can be panned or zoomed again. Place the cursor in the required area and click the right trackball button. Thefollowing shortcut menu is displayed:

Clicking Zoom Reset returns the view to its original scale.

Clicking Zoom In zooms the view again, centred on the cursor position when this menu was displayed.

Clicking Center Here pans the view so that it is centred on thecursor position when this menu was displayed.

If available, clicking View Control displays the control dialog box for the view.

4.4.7 Preselecting views

You can preselect sets of views to be displayed in the two partsof the working area and link them to numbers on the View→Use

Preselected menu. When you then click one of these numbers, the preselected set of views is displayed.

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The Preselect dialog box allows you to inspect recordedview-selections and record new view-selections.

To display this dialog box, select View→Preselect.

Inspect recorded view-selections:

You can inspect the set of display views currently linked to anumber on the menu by clicking the associated button. Thedisplay view titles are then shown in the layout on the dialog box.

To display the set on the screen, click the Set Display Area button.

Record NEW view-selection:

While the Preselect dialog box is displayed, select the requiredviews in the display areas, and the required level of zooming for each view, and then click the appropriate numbered button on the

dialog box. When you click the Close button, these views arelinked to the selected function key.

These numbered buttons can also be preconfigured to beeither operator programmable or not. All numbered buttonswhich are not operator programmable appear dimmed on thePreselect dialog box. The views displayed when a correspondingnumber on the View→Use Preselected menu is clicked, are all

preconfigured.

4.5 Main menus

The menus of the K-Pos DP system are described in the sectionsthat follow.

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The content of the menus is configurable, and may vary fromvessel to vessel. For details on each menu/dialog box, see page

references given.

4.5.1 Menu bar

Figure 34 displays an example menu bar. To view the commandsavailable on a menu, click the menu.

Figure 34 Menu bar (example)

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4.5.2 System menu

To display the System menu, click System on the menu bar.

Trainer... See Built-in trainer on page 305

CyberSea... See Interface toCyberSea on page 270

Backup Control... See K-Pos BackupSystem Operator Manual

Connect... See Connecting to acontroller PS group on

page 157

Equipment... See Equipment on

page 276Redundant Stations... See Redundant systems

on page 160

Set Date/Time... See System date and timeon page 105

Set Timezone... See System date and timeon page 105

Event Printer... See Messages on the printer on page 127

Print Status... See Printing system status data on page 265

Screen Capture Printer... See Printing the display picture on page 99

Remote Diagnostics... See Remote diagnosticson page 263

Reset Controller PS... See Resetting controller process stations on page 158

Stop/Restart... See System start-up/shut-downand OS stop/restart on

page 145

Report... See System report on page 99

Change User... See Changing user on page 98

OS Configuration Mode, PS Configuration Mode, OS Configuration

and OS Test/Status are not part of the normal operating proceduresfor the K-Pos DP system and are therefore not described inthis operator manual. They are implemented to facilitateinstallation and service work performed by trained personnelfrom Kongsberg Maritime.

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Note

The Set Date/Time function is only available to the “Chief” user.See Changing user on page 98.

4.5.3 View menu

To display the View, click View on the menu bar.

Set Palette See Set palette (displaycolours) on page 106

Panel See Panel Light Con fi guration dialog box on page 100

Show ToolTip See Display views on page 87

Use HotSpot Cursors See Display views on page 87

Num Entry Dlg... See Entering numericvalues on page 83

Preselect... See Preselecting viewson page 91

Use Preselected See Preselecting viewson page 91

Display Units... See Display Units dialog box on page 102

Position Presentation... See Position Presentation dialog box on page 186

Reset Display Units... See Resetting the displayunits on page 105

4.5.4 Sensors menu

To display the Sensors menu, click Sensors on the menu bar.

Gyro... See Gyrocompasses on page 167

Gyro Deviation... See Gyro Deviationdialog box on page 168

Wind... See Wind sensors on page 172

VRS... See Vertical reference sensors (VRS) on page 177

Draught... See Draught sensors on page 179

Hawser... See Hawser tension sensors on page 181

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Stl... See STL sensors on page 183

Alarm Limits... See Alarm Limits dialog box on page 107

Reference System Settings... See Reference SystemSettings dialog box on

page 194

Reference System

Properties...

See Reference System Properties dialog boxon page 197

4.5.5 Thruster menu

To display the Thruster menu, click Thruster on the menu bar.

Enable... See Enabling thrusterson page 254

Allocation Mode See Thruster Allocationdialog box on page 256

Allocation Settings See Allocation Settingsdialog box on page 259

4.5.6 Joystick menu

To display the Joystick menu, click Joystick on the menu bar.

Settings... See Joystick Settingsdialog box on page 116

Heading... See Heading dialog boxon page 233

Calibrate... See Calibrating the joystick on page 114

Note

The Calibrate function is only available to the “Chief” user. SeeChanging user on page 98.

4.5.7 AutoPos menu

To display the AutoPos menu, click AutoPos on the menu bar.

Position... See Changing the position setpoint on page 227

Speed... See Speed Setpoint dialog box on page 230

Heading... See Changing theheading setpoint on

page 232

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User interface

Rate Of Turn... See Rate Of Turn pageon page 235

Gain... See Gain level selectionon page 110

Alarm Limits... See Alarm Limits dialog box on page 107

DP Class... See Selecting the DP class on page 309

4.5.8 OffLoad menu

To display the OffLoad menu, click OffLoad on the menu bar.

Select Buoy... See Buoy Select dialog

box on page 237

Setpoint Radius... See Setpoint radius on page 241

Speed... See Speed Setpoint dialog box on page 230

Heading... See Heading dialog boxon page 233

Rate Of Turn... Rate Of Turn page on page 235

Hawser Tension... Hawser tension sensorson page 181

GPS Relative Settings... GPS Relative Settingsdialog box on page 200

SAL Buoy Settings... SAL Buoy Settings dialog box on page 239

Axis Control... Axis Control dialog boxon page 253

Gain... Gain level selection on page 110

Alarm Limits... Alarm Limits dialog boxon page 107

DP Class... Selecting the DP class on page 309

4.5.9 Help menu

To display the Help menu, click Help on the menu bar.

Messages... See Message system on page 117

About... See Displaying softwareinformation on page 268

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5 SYSTEM SETTINGSThis chapter contains the following sections:

5.1 Changing user ............................................................985.2 Printing the display picture ........................................995.3 System report ............................................................. 995.4 Panel Light Configuration dialog box......................1005.5 Display Units dialog box .........................................1025.6 System date and time ...............................................1055.7 Set palette (display colours).....................................1065.8 Alarm Limits dialog box ..........................................1075.9 Gain level selection..................................................1105.10 Quick model update .................................................112

5.1 Changing userThere are three types of user defined for the K-Pos DP system:

• Operator

When the K-Pos DP system is started, the user is set toOperator. This is the normal user of the K-Pos DP system.

• Chief

The “Chief” can operate the system in the same way asthe “Operator”, but in addition can perform the followingfunctions:

– Set the system date and time (see System date and timeon page 105)

– Calibrate the joystick (see Calibrating the joystick on page 114)

• System

This user is reserved for installation and service work performed by trained personnel from Kongsberg Maritime.

The Change User dialog box allows you to change the user.

To display this dialog box, select System→Change User.

Select the required user in the New user list box and click theChange user button.

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System settings

The “Chief” user is also required to enter a correct Password

(supplied by Kongsberg Maritime).

5.2 Printing the display picture

To print a hard copy of the current display picture, press theHARDCOPY button. The whole screen picture is printed on ageneral-purpose printer connected to an Operator Station.

The standard Microsoft Windows Print Setup dialog box is usedto define which printer is to be used.

To display this dialog box, select System→Screen Capture Printer.

You can use this dialog box to select the printer and to definethe printer set-up.

5.3 System report

It is possible to produce a status page where vital data from major hardware units in the system are listed. Only units that are upand running will be listed.

To display the report, select System→Report..

The system report will appear in an internet browser window.

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Figure 35 System Report (example)

5.4 Panel Light Configuration dialog box

5.4.1 Dimming level

You can set the required light intensity for the indicator (status)lamps on the operator panel, and for the background lamps inthe buttons themselves.

To change the dimming level:

1 Select View→Panel→Light Configuration.

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System settings

• The Panel Light Configuration box is displayed.

2 From the list boxes, select the required light intensity for theindicator lamps and the background lamps for the availablePalettes. Available light intensities are Bright, Normal,Dimmed, Very Dimmed and Off .

3 Click the OK button.

The * symbol shows which display palette is currently in use.

You can perform a lamp test by clicking the Lamp Test button.

5.4.2 Lamp test

You can test the panel status lamps, alarm lamps and the audiblesignal at any time.

To perform the lamp test:

1 Select View→Panel→Lamp Test, or click the Lamp Test

button on the Panel Lamp Configuration dialog box.

• The Panel Lamp Test dialog box is displayed.

2 Click the Start Lamp Test button.

• The message The Lamp Test has started is displayed (onthe dialog box).

• All the panel button status lamps should be lit.

• All the lamps in the ALARMS

button group should be lit.• The audible signal should sound.

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• The text on the Start Lamp Test button changes to End

Lamp Test.

3 Press SILENCE to stop the audible signal sounding.

4 Press, in turn, each button that has a status lamp.

• Each status lamp should extinguish when its associated button is pressed.

5 To stop the test, click the End Lamp Test button.

6 Click the Close button to remove the Panel Lamp Test dialog box.

5.5 Display Units dialog box

You can specify the display units to be used for the display andentry of values. You can also select which set of display unitsto use.

Procedures for setting the display format and the required datumfor position information are described in Position Presentationdialog box on page 186.

5.5.1 Selecting the set of display units touse

To specify the display units to be used:

1 Select View→Display Units.

• The Display Units dialog box is displayed.

2 Select the required set of display units. You can choose between Metric Units, Imperial Units or, depending onconfiguration, one or more User Definable sets.

3 Click the OK button (or the Apply button if you haveselected a User Definable set, and want to edit some of thevalues in this display unit set).

You can now proceed to select the required types of display unitsyou want to edit.

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System settings

Note

Only User De fi nable display units sets can be edited.

5.5.2 Editing Display Units

To edit display units:

1 Click the Details button on the Display Units dialog box.

• The extended version of the Display Units dialog box isdisplayed.

2 Using the scroll bar to the right, find the display units typeyou want to edit and select it. It is possible to sort the unitlist alphabetically by clicking the column heading. Click once for ascending order, twice for descending order and

three times to have the default order (no alphabetical sorting)displayed.

3 Click in the Display Format column for the selected displayunits type.

• A list box containing all the display formats for this valueis displayed.

• The presently selected display format is indicated withwhite text on blue background.

4 Select the wanted display format from the options shownin the list box by clicking it.

• The list box is closed.

5 Repeat steps 2 to 4 if you want to edit the display format for several types of display units.

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• The display formats are applied.

5.5.3 Additional information

Whether the Display Units dialog box is shown as a compactversion or as an extended version, depends on the version inwhich it was shown the last time the dialog box was closed (i.e. italways opens in the same version as it was in when last closed).

The extended version of the Display Units dialog box is resizable.To adjust the height, place the cursor directly on top of the upper (or lower) edge of the dialog box. The cursor then changesappearance to a two-headed arrow symbol. You can now drag theedge of the dialog box (downwards or upwards) until it displaysthe desired number of display units types in the set.

Similarly you can resize the width of the dialog box. In additionyou can adjust the width of the Type, Display Format and Unit

columns by placing the cursor on top of one of the columndelimiters. The cursor then changes appearance to a two-headedarrow symbol. You can now drag to change the width of thecolumns.

5.5.4 Vessel and sea current speed

For vessel and sea current speed there are two display formats for knots, either knots (1 decimal point accuracy) or knots (accurate)

(2 decimal points accuracy).

There are also two display formats for meter/second:

• For vessel speed, either meter/sec (2 decimal points accuracy)or meter/sec (accurate) (3 decimal points accuracy).

• For sea current speed, either meter/sec (1 decimal pointaccuracy) or meter/sec (accurate) (2 decimal points accuracy).

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System settings

5.5.5 Wind, waves and sea currentdirection

For wind, waves and sea current, it is possible to specify whether the displayed directions are to be interpreted as “comes from”or “goes to”.

When Goes To is selected, the displayed directions in dialog boxes and views are shown with “s.” in front of the unit. The“s” means “setting” (goes to).

On display views such as the Posplot view, the arrows indicatingwind and current directions point towards the plot when Comes

From is selected, and outwards when Goes To is selected.

5.5.6 Resetting the display unitsTo reset the display units settings to the factory (original) settings:

1 Select View→Reset Display Units.

• The Reset Display Units dialog box, that tells you what thedisplay units set will be reset to, is displayed.

2 Click the Yes button if you want to reset all the display unitssettings to factory (original) settings, otherwise click theNo button.

5.6 System date and time

You can change the date and time of the system clock, andthe time zone. The time that you set at any Operator Station

is applied to all the available Operator Stations and controller process stations.

5.6.1 Date and time

Note

Setting the system date and time can only be performed by the“Chief” user. See Changing user on page 98.

The Set System Date/Time dialog box allows you to change the

date and time of the system clock.To display this dialog box, select System→Set Date/Time.

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System settings

1 Ensure that independent palette selection is not selected atthe Operator Station that is in command:

a Select View→Set Palette.

• A sub menu is displayed.

b If Independent is selected on this sub menu, click Independent to deselect it.

2 Select View→Set Palette and choose the required palette;Bright Day, Day, Dusk Day or Night.

• The palette selection is applied to the Operator Stationsthat are not set to have an independent palette selection.

5.7.2 Changing the display palette on asingle Operator Station

You can change the display palette at a single Operator Station.Perform the following procedure at the Operator Station that is tohave an independent display palette:

1 Ensure that independent palette selection is selected at theOperator Station.

a Select View→Set Palette.

• A sub menu is displayed.

b If Independent is not selected on this sub menu, click

Independent to select it.2 Select View→Set Palette, and choose the required palette;

Bright Day, Day, Dusk Day or Night.

• The palette selection is applied to the Operator Station.

5.8 Alarm Limits dialog box

In the Alarm Limits dialog box, alarm and warning limits can beset for position deviation, heading deviation and roll, pitch andheave motion.

The Alarm Limits dialog box can be selected from the Sensors,Joystick and AutoPos menus. The alarm limits entered will applyindependent of the present mode and from which menu the dialog

box has been selected.

5.8.1 Position page

The Position page allows you to set alarm and warning limits for position and heading deviation.

Depending on the selected main mode, use one of the followingmethods to display this page:

• Select Joystick →Alarm Limits.• Select AutoPos→Alarm Limits.

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To change the limits, either enter new values directly in thetext boxes, or use the up and down arrow buttons to increaseor decrease the current values.

To activate the limits, select the Position (Heading) - Active

check box. You can activate either the alarm limit only, or both the warning and alarm limits. You cannot activate only awarning limit. If you click the Warning - Active check box, thecorresponding alarm limit is also activated.

Note

Warning limits can never be set larger than the corresponding Alarm limits.

Position

Warning and alarm limits can be set for position deviation. Whenthe vessel’s actual position differs from the position setpoint bymore than the warning limit, a warning message is displayed.When the vessel’s actual position differs from the positionsetpoint by more than the alarm limit, an audible signal soundsand an alarm message is displayed.

When active, the position limits are displayed as solid circles in

the Performance area (see Performance area on page 328), onthe General view (see General view on page 317), the Deviationview (see Deviation view on page 311), and the Posplot view (see

Posplot view on page 334). When inactive, the position limits areshown as dashed circles on the General and Deviation views.

Note

In all modes, the position limits are inhibited until a requested change in position is completed.

Heading

Warning and alarm limits can be set for heading deviation. Whenthe vessel’s actual heading differs from the heading setpoint by

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System settings

more than the warning limit, a warning message is displayed.When the vessel’s actual heading differs from the heading

setpoint by more than the alarm limit, an audible signal soundsand an alarm message is displayed.

The limits are active only when the yaw axis is under automaticcontrol.

When active, the heading limits are shown as solid lines in thePerformance area (see Performance area on page 328), on theGeneral view (see General view on page 317), the Deviationview (see Deviation view on page 311), and the Posplot view(see Posplot view on page 334). When inactive, the headinglimits are shown as dashed lines on the General view and theDeviation view.

Note

In all modes, the heading limits are inhibited until a requested change in heading is completed.

5.8.2 4.10 Alarm Limits dialog box -Weather Vane page

The Weather Vane page of the Alarm Limits dialog box allowsyou to set Fore and Aft position alarm limits for the vessel’s

alongships position.• In Weather Vane mode, these limits are relative to the setpoint

circle.

• In Loading mode (for STL buoys), these limits are relative tothe base position.

Depending on the selected main mode, use one of the followingmethods to display this page:

• Select Joystick →Alarm Limits.

• Select AutoPos→Alarm Limits.

If required, click the WVane

tab.Weather Vane Alarms

Enter the required Fore and Aft alarm limits using the numerickeypad or the up/down arrows to increase/decrease the limits. Toactivate the limits, select the Active check box.

When active, the weather vane limits are shown as solid lineson the WVane view (see WVane view on page 391) and theDev WVane view (see Dev WVane view on page 315). On thePosplot view the limits are shown as dotted lines fore and aftof the setpoint circle. The lines are displayed at right anglesto the vessel heading and tangent to the setpoint circle. When

inactive, the weather vane limits are shown as dashed lines onthe Dev

WVane and WVane views.

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Figure 36 Weather vane fore/aft warning and alarm limits

The following message is displayed if these limits are exceeded:

Position exceeds fore (aft) limit

5 . 8 . 2 . 1 A d d i t i o n a l i n f o r m a t i o n

The Alarm Limits dialog box can be selected from several menus;the Sensors, Joystick , AutoPos and OffLoad menus. The alarm

limits entered will apply independent of the present mode andfrom which menu the dialog box has been selected.

5.9 Gain level selection

There are three predefined controller gain levels available; High,Medium and Low. The selected gain level applies to any of thesurge, sway and yaw axes when they are under automatic control.

Different gain factors for each of the three standard gain levelsare defined to suit the characteristics of the vessel. The deviations

in position, speed, heading and rotation rate are multiplied by theselected gain factor to obtain the required force demand.

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System settings

The most suitable gain level depends on the vessel characteristics,the weather conditions and the required positioning accuracy.

Operational experience plays a large part in determining theoptimum gain level, but the following general points shouldalso be noted:

• High gain provides the quickest vessel response, the mostaccurate manoeuvering, and the smallest positioning window.

• Medium gain provides a slower vessel response than highgain.

• Low gain provides the slowest vessel response and the largest positioning window.

For all three predefined controller gain levels, the gain factors arereduced when the position deviation is close to zero. Under idealconditions (optimum Vessel Model and constant environmentalforces), there will be little difference between the effect of thevarious gain levels since the position deviation will be minimal.

Under less than ideal conditions there can be some variation inthe vessel position, and you should set the gain level to controlthe speed and extent of the variation according to the generalcomments given above.

Depending on the main mode selected, use one of the followingmethods to display the Gain dialog box:

• AutoPos→Gain

• OffLoad→Gain

Alternatively, press the CONTROL SETUP button.

Level

Select the required contr oller gain level using the High/Medium/Low option buttons.

The currently selected gain level is indicated on the status bar atthe bottom of the display screen (see Figure 37.

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Figure 37 Gain indicators

5.10 Quick model update

All the forces acting on the vessel that are not measured directly,such as waves and sea current, together with any errors inthe measured forces, are calculated over a period of time bythe Vessel Model, and the appropriate thrust is applied to

counteract them (see K-Pos DP system principles on page 21 for a description of the Vessel Model.) These unknown forces are

presented for the operator as being entirely due to sea current asthis is usually the main component.

Under normal sea conditions, the major components of the“current” force change only slowly, and the best positioning

performance is achieved by calculating them over a long periodof time.

During some operations, significant and rapid changes in“current” forces can occur.

For example:

• When manoeuvering in channels, rivers, har bours or around breakwaters, or in areas with loop current, there may besudden changes in the current.

• When relatively large forces are not measured accurately, suchas the pipe tension in a pipe-laying operation, there may besudden errors in the measured forces.

Such sudden changes in the “current” forces would normallyresult in a position offset which would then be slowly corrected.When selected by the operator, the Quick Model Update function

prepares the system for sudden changes in the “current” byadjusting the mathematical model accordingly and in this wayensures more accurate positioning.

The reaction rate can be specified separately for each axis.

A timer is included so that the Quick Model Update function isautomatically switched off after a specified period.

5.10.1 Quick Model dialog box

To display the Quick Model dialog box, select AutoPos→Quick

Model.

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System settings

Enable

Enable or disable the Quick Model Update function.

Duration

The duration of the function, after which it will be automaticallyswitched off.

Time left

The timer starts when you select Enable and then click the OK

or Apply button. The Time left field shows the time remaining before the function will be automatically disabled.

Error gain modification factors

A gain modification factor can be specified for each axis. Thefactor is specified as a percentage of the normal reaction todeviation in that axis caused by “current” f orces. A larger factor results in a larger reaction and thereby a shorter integration timefor the “current” forces.

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6 JOYSTICKThis chapter contains the following sections:

6.1 Calibrating the joystick ............................................1146.2 Joystick Settings dialog box..................................... 116

6.1 Calibrating the joystick

Note

Calibrating the joystick can only be performed by the “Chief”user (see Changing user on page 98 ), and only when the systemis in Standby mode.

Calibration of the joystick ensures that a certain deflection of the joystick corresponds to a specific thrust, depending on Joystick Settings.

It is necessary to calibrate the joystick when:

• New hardware has been installed or parts of the hardware (for example the joystick) have been changed.

• New software has been installed or software has beenreinstalled from a CD.

The Joystick Calibrate dialog box contains a description of howto calibrate the joystick.

To display this dialog box, select Joystick →Calibrate.

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Joystick

6.1.1 Calibration procedure

To calibrate the joystick:

1 Ensure that the system is in Standby mode.

2 Select Joystick →Calibrate.

• The Joystick Calibrate dialog box is displayed.

• A figure indicating the joystick axes is displayed on thedialog box.

3 Set the joystick in ZERO position and click the In Zero

Position button.

• A red mark appears on the zero position on the figure.

4 Move the joystick for MIN/MAX in the three axes to register joystick swing.

• Black lines appear on the figure to indicate joystick swingin all three axes.

5 To change the joystick deadband, click the Deadband button.

• The Deadband dialog box is displayed.

6 Enter the required deadband in all three axes by typing invalues or by clicking the up/down arrows and then click theOK button.

7 Click the OK button on the Joystick Calibration dialog boxto complete the calibration.

• A dialog box, stating that the new calibration values will be saved, is displayed.


• The joystick is calibrated.

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6.2 Joystick Settings dialog box

The Joystick Settings dialog box allows you to adjust the joystick thrust.

To display this dialog, select Joystick →Settings or press theJOYSTICK SETUP button.

Thrust

These option buttons allow you to select either Full or Reduced

thrust.

Full

The maximum force available from all thrusters can be used.This increases the vessel’s response to movement of the joystick

compared to the Reduced option.Reduced

The maximum applied thruster force for axes that are under joystick control is limited to about 50% of the available forcefrom all thrusters.

The joystick thrust setting can also be changed by pressing theJOY. FULL THRUST button. The status for the joystick thrustsetting will be dynamically updated on the Joystick Settings

dialog box to reflect this change.

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Message system

7 MESSAGE SYSTEMThis chapter contains the following sections:

7.1 System diagnostics...................................................1177.2 Operational checks...................................................1177.3 Message priority.......................................................1187.4 Presentation of messages .........................................1197.5 Alarm states ............................................................. 1237.6 Acknowledging messages........................................1247.7 Alarm lamps.............................................................1257.8 Drive-off detection...................................................1277.9 Messages on the printer ...........................................1277.10 Message explanations ..............................................128

7.11 Offshore loading related messages ..........................1337.12 Operator advice messages........................................143

7.1 System diagnosticsThe following methods are used for fault detection:

• Built-In System Test (BIST) that performs a comprehensivesystem 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, hardware voters, etc.

• Supervision of the controller process station fan andtemperature.

• Comparison of data with preset maximum and minimumlimits.

• Consistency checking of input (e.g. input from triangular potentiometer).

• Supervision of the serial lines (e.g. Timeout, baud rate,framing error, checksum and format).

Any faults are reported.

7.2 Operational checks

The following checks are continuously carried out during systemoperation:

• Detection of possible degraded performance of the K-Pos DPsystem (e.g. thruster not ready, insuf ficient thrust, demandreduced by blackout prevention, position out of limits, etc.).

• Logical checking of information (e.g. taut wire; difference between measured and expected wire length exceeds limit).

• Comparison of data with preset maximum and minimumlimits.

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• 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 withrespect to interface and sensor failures.

In dual and triple-redundant systems, comparison checks arealso done for the position/heading setpoints and estimates,reference-system origin, used position-reference systems, targettransponders and other sensors.

Detected faults, discrepancies and advice are reported to theoperator, enabling the appropriate operational actions to be taken

and, if necessary, initiation of relevant repair procedures.

7.2.1 Audible and visual indications

All messages are presented as text in dedicated display areas.Audible signals and flashing panel lights are used for alarmmessages. The operator can select a view showing all currentmessages in the system at any time. Audible signals may besilenced without acknowledgement of the message.

7.3 Message priority

There are four categories of messages, depending on their severity:

• Emergency messages

Emergency messages are generated in response to criticalsystem faults such as over-temperature or power supplyfailure.

All Emergency messages must be critically examined todetermine their cause and effect.

• Alarm messages

Alarm messages are generated when conditions are detectedthat critically affect the capability or performance of thesystem (such as a system fault or a defined alarm limitexceeded).

All Alarm messages must be critically examined to determinetheir cause and effect.

• Warning messages

Warning messages inform you of the occurrence of conditionsin the system that, if ignored, could result in unwanted systemresponse or eventual failure (such as incorrect operator

actions, intermittent position-reference data or a definedwarning limit exceeded).

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Message system

• Information messages

Information messages inform you of conditions that are

noteworthy, but that have no serious effect on the performanceof the system.

Emergency and Alarm messages are accompanied by an audiblesignal which continues until you acknowledge the message.There are no audible signals associated with Warning or Information messages.

Emergency, Alarm and Warning messages are accompanied bythe relevant lamp flashing in the ALARMS button group untilyou acknowledge the message.

If the system tests do not report the same message within atimeout period (usually 20 seconds), the message becomesinactive. Inactive Warning and Alarm messages must beacknowledged before they are removed from the Message Lineand the Dynamic Alarm Page. They will remain displayed withthe state Void in the Dynamic Event and Historic Event Pages.

Explanations can be obtained for any of the messages generated by the controller process stations, see Message explanations on page 128.

7.4 Presentation of messagesSystem messages are colour coded in the following ways:

• 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: theMessage Line and the Event List window. The presentation of events is subjected to filtering. Only those events that match all

attributes specified in the filter are included in the presentation.System-defined filters are provided which cannot be changed

by the operator.

• The Message Line always shows the most recent Emergency,Alarm or Warning message that has not yet been acknowledged

Figure 38 Example Message Line

• The Event List window contains a list of all the current systemmessages. By pressing the ALARM VIEW button, you candisplay the Event List window.

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Figure 39 Example Event List window

(First column)

If you have not yet acknowledged a message, an asterisk (*) isdisplayed and the background colour is displayed flashing (see

Acknowledging messages on page 124 for more information).A vertical bar (|) is displayed in place an asterisk for anunacknowledged message that is in a command group over whichthe operator station does not have control.

Orig

Identifies the originator (source) of the message:

• DP-OS# – Operator station

• DpMain – Controller PS group

• Equipment – Equipment monitoring system

MemberMembers of the originator of the message (not relevant when theoriginator is an Operator Station or a controller PS group withonly one member).

If the message is from a controller PS group with more thanone process station, this column identifies the members of thegroup. It may contain up to three characters, depending on theredundancy level. For example, for a triple-redundant system:

A B C The message was reported by all three processstations and is still active.

C The message was reported only by process stationC and is still active.

- B The message was reported by process stations Aand B. The message from process station A is nowinactive.

- - - The message was reported by all three process stationsand is now inactive (but is not yet acknowledged).

Name

Identifies the source of process events and system events.

TimeTime and date when the message was first reported.

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Prior

Message priority: Emergency, Alarm, Warning or Info

(Information).State

The state of the Event: High, HighHigh, HighScale, Low,LowLow, LowScale (here all these are commonly referred to asActive), Normal or Void (see also Alarm states on page 123).

• Active — Indicates that the alarm condition is present.

• Normal — Indicates that the alarm condition is no longer present.

• Void — Used in the Dynamic Event Page and the HistoricEvent Page. Indicates that the message is removed from the

Dynamic Alarm Page.

Text

Message text.

Additional information

Up to three blocks of additional data may be included in themessage. The meaning of this additional data varies for eachmessage. See Message explanations on page 128.

(Event pages)

You can choose among the following Event pages:

Dynamic Alarm PageThe Dynamic Alarm Page shows a list of the most recentmessages. The Dynamic Alarm Page has a limited length; asthe list is filled up, the oldest messages are pushed out while themost recent ones are added to the top of the list. Messages wherethe underlying condition is no longer present are displayed withthe state Normal.

Messages can be acknowledged on the Dynamic Alarm Page.Acknowledged messages where the underlying condition is nolonger present are removed from the Dynamic Alarm Page.

Use the Dynamic Alarm Page to get a survey of the current alarmsituation.

Historic Event Page

The Historic Event Page provides a log of all messages that occur.Within the limits of the event database, you can define the timespan to be covered by the Historic Event Page. While a messagecan appear only once on the Dynamic Alarm page, it appears asmany times on the historic page as there are changes in its state.

Use the Historic Event Page whenever you need to analyse theevolution of events. If the list extends beyond the window area

of the display, you can use the up/down arrows in the tool bar.Dynamic Event Page

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The Dynamic Event Page shows a list of the most recentmessages. The Dynamic Event Page has a limited length; as the

list is filled up, the oldest messages are pushed out while the mostrecent ones are added to the top of the list. While a message canappear only once on the Dynamic Alarm page, it appears as manytimes on the Dynamic Event Page as there are changes in itsstate. Acknowledged messages where the underlying condition isno longer present remain displayed with the state Void.

Use the Dynamic Event Page to get a survey of the current eventsituation.

Note

Messages cannot be acknowledged on the Historic Event Page

and on the Dynamic Event Page.

7.4.1 Defining the time span for theHistoric Event Page

The Date And Time dialog box allows you to define the time spanfor the events displayed on the Historic Event Page.

To display this dialog box, click the button in the tool bar of the Event List window.

Most recent time

The time span is defined relative to a specified date and time.The “most recent time” is the reference. This group box containscontrols for setting the most recent time.

Now

Clicking this button sets the most recent time to the current time.Calendar, Hour, Min:, Sec:

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You can specify a date and time by using the calendar, andentering the required time in the Hour, Min: and Sec: text boxes.

And time span backwards

The time span is defined in days, hours, minutes and seconds backwards in time. Type in the required values in the Days:,Hours:, Min: and Sec: text boxes.

7.5 Alarm states

Digital alarms are either “Active” (the underlying condition is present) or “Inactive” (the underlying condition is no longer present).

Inactive digital alarms are presented with the status “Normal” onall three pages of the Event List window. Inactive, acknowledgeddigital alarms are presented with the status “Void” on theDynamic Event Page and the Historic Event Page. Active digitalalarms are presented with the status High on all three pages of the Event List window.

For alarms on analog terminals, however, the Active state isfurther refined by means of alarm limits. Figure 40 shows therelation between the alarm limits and the validity of alarms states.

Figure 40 Alarm states

LowScale

LowLow Limit

Explanation of the arrow symbol

High Limit

HighHigh Limit

HighScale Limit

The alarm state is valid from and including this limit.

The alarm state is valid to, but not including this limit.

Normal/Void

Low Limit

Low

LowLow

LowScale Limit

High

HighHigh

HighScale

High process values

Low process values

A l a

r m

l i m i t s

Active

Active

Inactive

CD3248

An analog alarm is in the Normal/Void state when the terminal

value is within the High and Low alarm limits. This means thatthe alarm is Inactive.

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The alarm becomes Active when the terminal value crosses theHigh/Low limits.

Any change in the alarm state is indicated in the Status cell for that message in the Event List window.

7.6 Acknowledging messages

You can acknowledge either all visible messages or individualmessages selected on the Event List window (see Figure 39 on

page 120).

When a message has been acknowledged, and the message isreported as inactive by all the controller process stations, it is

removed from the message list. If this results in “gaps” in the listdisplayed in the Event List window, you can remove these “gaps” by selecting Refresh on the Event List shortcut menu (see Figure41), by clicking the refresh button on the toolbar, or by closingand reopening the Event List window.

You can acknowledge messages in the following ways:

• Press the ACK button.

• Click the button in the tool bar of the Event List window.

• Place the cursor in the Event List window or the Message

Line, click the right trackball button to display the following

shortcut menu, and then select Ack .

Figure 41 Event List shortcut menu

To acknowledge the message displayed in the Message Line, press the ACK button or select Ack as described above.

To acknowledge all visible current messages:

1 Press the ALARM VIEW panel button.

• The Dynamic Alarm Page of the Event List window isdisplayed.

2 Click the right trackball button to display the shortcut menu,and then click Select All.

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• The font of the message texts change to bold.

3 Press the ACK button or select Ack as described above.

• All visible messages are acknowledged.

To acknowledge a selection of messages:

1 Press the ALARM VIEW button.

• The Event List window is displayed.

2 Select a group of consecutive messages by dragging thecursor over the asterisks in the left column.

• The font of the message texts change to bold.

3 Press the ACK button or select Ack as described above.

• The messages are acknowledged.

7.6.1 Silence button

You can press the SILENCE button at any time to silence theaudible signal (without acknowledging the Emergency or Alarmmessage that caused it). The audible signal will sound again if another Emergency or Alarm message is reported.

An audible signal can normally be silenced from any of theOperator Stations in question. However, system alarms can only

be silenced from the originating Operator Station. For example,when an Operator Station becomes “not communicational”several other Operator Stations may detect the situation andnotify it by means of an audible signal. The audible signal must

be silenced on every OS that notifies the situation.

7.7 Alarm lamps

There are three alarm lamps:

• POWER

This lamp is lit green as long as the power supply to theoperator panel is OK.

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• FAULT

This lamp is lit red when the contact between the operator

panel and the Operator Station computer is lost, else it is off.

Note

This lamp does not indicate failures in the controller process station(s). If the Operator Station loses contact with thecontroller process station, a message is displayed in amessage dialog box.

Figure 42 PUIF Network message monitoring dialog box

• ALARM

This lamp flashes in response to a software-generatedEmergency, Alarm or Warning message from the Operator Station computer; for example, heading or position deviation

beyond limits or sensor error. These messages are generated by the controller process station and do not indicatefailures in the Operator Station. A flashing lamp indicates

unacknowledged messages. A continuously lit lamp indicatesthat all messages are acknowledged. The lamp will extinguishthree seconds after the last Emergency, Alarm or Warningstatus has been removed.

7.7.1 Indications of errors related to theALARMS button group

Errors that are related to the ALARMS button group (andsubsequently the indication of system events) are indicated inthe following ways:

• If the ALARMS button group stops functioning so that thelamps and audible signal do not work, a dialog box with themessage Operator panel error — No audible and visual Alarms

Indicators is displayed. The dialog box is alternately displayed(for three seconds) and hidden (for seven seconds). The dialog

box will not be shown during the first minute after the K-PosDP system has been run up.

• If the ALARMS button group loses its power, the lamps in theALARMS group become unlit, and a buzzer starts to sound.

• If the ALARMS button group has power, but does not getcontact with the OS computer within four minutes after the

K-Pos DP system has been run up, a buzzer will start to soundand the FAULT and ALARM lamps will become lit.

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• If the ALARMS button group loses contact with the OScomputer, a buzzer will start to sound and the FAULT and

ALARM lamps will become lit.

7.8 Drive-off detection

A function is implemented to detect vessel position drive-off during loading operations. Drive-off detection is active in allmain modes (except Standby) when a buoy is selected. Drive-off detection is based on DP estimate and on position-referencesystem readings. These alarms are displayed in pop-up windows(dialog boxes). One example is position-dropout as displayed in

Drive Off Detection: Position Dropout dialog box on page 127.

Figure 43 Drive Off Detection: Position Dropout dialog box

If the vessel speed towards the buoy exceeds a predefined limit,the following alarm message is issued:

High speed from: <position-reference system(s)>

If the force from the main propellers exceeds a predefined limit,the following alarm message is issued:

High surge force

In the event of main propeller failure, the following alarmmessage is issued:

Setpoint/feedback error

This function is active in any main mode when operating withina preset radius (usually 200 m) from the buoy/FSU.

7.9 Messages on the printer

When an Emergency, Alarm or Warning message is first reported by the system, becomes inactive or is acknowledged, it is printedout on the event printer connected to the Operator Station. The

print-out frequency depends on the installed printer solution (for example: immediately, one message at a time, when a batch of messages fills out a whole page, or on request).

The format of the printed messages is the same as for theMessage Line and the Event List window (see Presentation of messages on page 119), except that each message is preceded bya sequence number. Each new message is given a new sequence

number. Whenever a message changes state, it is printed againwith the same sequence number.

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7.9.1 Event Printer dialog box

When the Event Printer is configured as a page printer, the

Emergency, Alarm and Warning messages are not printed directly but are saved in a buffer. The Event Printer dialog box allowsyou to print out all the unprinted events in the buffer.

To display the Event Printer dialog box, select System→Event

Printer.

Printer name

The name of the event printer.

Printer type

The type of the event printer.

Unprinted events

The number of unprinted messages in the event printer buffer.

Flush

Click this button to print all of the unprinted events on the event printer.

Refresh

Click this button to update the information shown in the dialog box.

7.10 Message explanations

Using the Help system, explanations can be obtained for anyof the messages generated by the controller process stations.Explanations of Command, Equipment and Internal messages

are not available.

The Help system can be opened in the following ways:

• Whenever a message is displayed in the Alarm Line or EventList window, point to the message and click the right trackball

button. A shortcut menu is displayed. Click Help on thismenu. The System Messages Help is opened with the relevantmessage explanation displayed.

• On the Help menu, click Messages. The System messages

Help is displayed. This Help system allows you to select therequired message from a list of Contents. You can also Search

for the required message by searching for words or phrasesthat are contained in the message or the message explanation.

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It may occur that the Help selection is not available on the shortcutmenu which is displayed when you right-click the message in the

Alarm Line/Event List window. In this case the explanation canstill be obtained via the Contents list or the Search facility.

7.10.1 Contents

Select the required message from a list of Contents. To open/closethe list of messages in the Contents pane, click the +/- sign nextto the folder icons.

Figure 44 System Events Online Help with Contents displayed

There are three sub-categories of message explanations:

• DP/PM System — Messages directly connected to DP/PMoperation

• IO Driver — Messages regarding IO drivers and the

communication with sensors and position-reference systems.

• Process Control System — Messages regarding the ProcessControl Kernel (PCK)

To display the explanation for a particular message, click therequired message. See Displayed explanation on page 130.

To print the explanation of a particular message, select the nameof the message and then click the Print menu bar button.

To print explanations of all the messages that begin with a particular character, select the required book icon and then click the Print menu bar button.

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7.10.2 Search

To search for a message, display the Search pane (by clicking theSearch page tab), type in words or phrases that are contained inthe message name or the message explanation and then click the List Topics button. Topics that match the search criteriaare displayed in the Select topic: list box. Select the requiredmessage and then click the Display button to display the messageexplanation in the message explanation pane.

7.10.3 Displayed explanation

The explanation of the selected message is displayed in the formshown below.

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Note

The Corrective actions in the message explanations provides only general advice. You must evaluate the required action according to the current operational situation.

7 . 1 0 . 3 . 1 B a c k l i n k

The Back link takes you to one of three lists of messageexplanations (from any DP/PM message to DP/PM system

alarm messages, from any IO driver message to IO driver alarm

messages and from any process control system message to PCK

alarm messages).

(CD3330)

7.10.4 Menu bar

The following menu bar buttons may be of interest:

Show (Hide)

Shows (Hides) the navigation pane.Locate

Displays the Contents pane with the title of the message shown inthe message pane, highlighted.

Back

Displays the previous message explanation in the history list.

Forward

Displays the next message explanation in the history list (onlyavailable if you have previously clicked the Back button).

Print

Prints the currently-displayed message explanation. See also Printing message explanations on page 132.

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Options

Displays the Options menu:

Hide (Show) Tabs

Hides (Shows) the navigation pane.

Locate

Displays the Contents pane with the title of the message shown inthe message pane, highlighted.

Back

Displays the previous message explanation in the history list.

Forward

Displays the next message explanation in the history list (onlyavailable if you have previously selected Back ).

Home

Displays the Help start page.

Stop

Stops an ongoing search.

Refresh

Updates the screen with any new information (not relevant for

this system).Internet Options

Displays the standard Microsoft Internet Options dialog box.

Print

Prints the currently-displayed message explanation. See also Printing message explanations below.

Search Highlights Off (On)

When Off is selected, the terms that was searched for ishighlighted in the message explanation. When On is selected,

the terms are not highlighted.

7.10.5 Printing message explanations

In the Contents pane, select the required message or book iconand then click the Print menu bar button to display the Print

Topics dialog box. Select whether you want to print the selectedtopic or print the selected topic and all of its sub-topics.

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The standard MS Windows Print Setup dialog box is displayed.

This dialog box can be used to select the printer and to definethe printer set-up. This is a general-purpose printer connectedto an Operator Station or to the network (not the event printer connected to the controller process station).

7.11 Offshore loading related messages

This section describes dedicated messages that may be issuedin the K-Pos DP system during offshore loading operation. Toavoid excessive repetition, messages for OLS, SAL, SPM andFLP buoys are presented in one section.

Text in brackets describes the given Additional information.

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7.11.1 Warning and alarm messages forOLS, SAL, SPM and FLP buoys

7 . 1 1 . 1 . 1 P o s i t i o n a l a r m m e s s a g e s

The predefined position alarm limits are active in Weather Vanemode (and in Approach mode when the hose is connected). If these limits are exceeded, alarm messages are issued:

Table 4 Position alarm messages for OLS, SAL, SPM and FLP buoys

Message text Message type and description Buoy types

Hose connected Alarm message. Issued in Approachmode with hose connected.

OLS

SAL

Distance to base toolong<ESD1><Actualdistance between bow and basepoint><Alarm limit>

Alarm message. Issued if the vessel bow crosses the inner position limitcircle. If required by the operationalsituation, you should initiate ShutDown Class 1.

OLS

SAL

Distance to base criticallylong<ESD2><Actualdistance between bow and basepoint><Alarm limit>

Alarm message. Issued if the vessel bow crosses the outer position limitcircle. If required by the operationalsituation, you should initiate ShutDown Class 2.

OLS

SAL

Distance to base tooshort<ESD1><Actualdistance between bow and basepoint><Alarm limit>

Alarm message. Issued if the vessel bow crosses the minimum distancealarm limit. If required by theoperational situation, you shouldinitiate Shut Down Class 1.

OLS

SAL

SPM

FLP

Distance to base criticallyshort<ESD2><Actualdistance between bow and basepoint><Alarm limit>

Alarm message. Issued if thereference point of the vessel(normally the bow) crosses the inner red minimum distance alarm limitcircle. If required by the operationalsituation, you should initiate ShutDown Class 2.

OLS

SAL

SPM

FLP

Buoy distance to base toolong <ESD 1><Actualdistance><Limitdistance>

Warning message. Issued if the buoyis outside the base position warningcircle.

FLP

Buoy distanceto base criticallylong<ESD 2><Actualdistance><Limitdistance>

Alarm message. Issued if the buoy isoutside the base position alarm circle.

FLP

Bow beyond base Alarm message. Issued if thereference point of the vessel moves beyond the buoy position.

OLS

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7 . 1 1 . 1 . 2 F o r e a n d a f t p o s i t i o n a l a r m m e s s a g e s

In addition to the predefined alarm limits for the vessel position

relative to the buoy, you can define Fore and Aft position alarmlimits for the vessel position relative to the setpoint circle. See4.10 Alarm Limits dialog box - Weather Vane page on page 109.

Figure 45 Weather vane fore/aft position alarm limits

Table 5 Fore and aft position alarm messages for OLS, SAL,SPM and FLP buoys


Position exceeds fore (aft)limit Alarm message. The fore or aft alarmlimits for the vessel position relativeto the setpoint circle is exceeded.

OLSSAL

SPM

FLP

7 . 1 1 . 1 . 3 H a w s e r t e n s i o n a l a r m m e s s a g e s

The predefined hawser tension alarm limits become active in theWeather Vane mode. They are as follows:

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Table 6 Hawser tension alarm messages for OLS, SAL, SPM and FLP buoys


Hawser tensiondiff measurementestimate<Measuredtension><Estimatedtension><Limit tension>

Alarm message. Issued if there isa deviation between measured andestimated hawser tension.

SAL

Hawser tension notenabled

Alarm message. Issued if hawser tension has not yet been enabled byoperator when in Weather Vane mode.

SAL

SPM

FLP

Hawser tensionhigh<Measured

tension><Limittension><Range>

Warning message. Issued if the hawser tension exceeds the

predefined warning limit.

SAL

SPM

FLP

Hawser tensioncritically high<Measuredtension><Limittension><Range>

Alarm message. Issued if the hawser tension exceeds the predefined alarmlimit.

SAL

SPM

FLP

7 . 1 1 . 1 . 4 O t h e r m e s s a g e s

The following information and alarm messages may be issued:

Table 7 Other messages for OLS, SAL, SPM and FLP buoys

Message text Message type and descriptionActive inmodes

New system mode Information message. Issued tomake you aware that the system haschanged to a new DP mode.

Active in allmodes.


Approachmode.

7.11.2 Warning and alarm messages for

FSU buoys

7 . 1 1 . 2 . 1 P o s i t i o n w a r n i n g a n d a l a r m m e s s a g e s

If the predefined position warning and alarm limits are exceeded,warning or alarm messages are issued. For DP modes wherealarms are active, refer to the description of each alarm. Thealarm options are as follows:

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Table 8 Position warning and alarm messages for FSU buoys


Distance to base tooshort<ESD1><Actualdistance><Limitdistance>

Alarm message. Issued if the vessel bow is fore of the inner yellow position alarm limit circle (testedagainst Stern Distance so thatgraphics on the Posplot view maydeviate from alarm).

All modesexceptStandbymode.

Distance to base criticallyshort <ESD2><Actualdistance><Limitdistance>

Alarm message. Issued if the vessel bow is fore of the inner red positionalarm limit circle (tested againstStern Distance so that graphics onthe Posplot view may deviate fromalarm).


Distance to base toolong<ESD1><Actualdistance between bow and basepoint><Alarm limit>

Alarm message. Issued if the bowis aft of the outer yellow positionalarm limit circle (tested againstStern Distance so that graphics onthe Posplot view may deviate fromalarm).

Weather Vanemode.

Distance to base criticallylong<ESD2><Actualdistance between bow and basepoint><Alarm limit>

Alarm message. Issued if the bow isaft of the outerred positionalarm limitcircle (tested against Stern Distanceso that graphics on the Posplot viewmay deviate from alarm).

Weather Vanemode.

7 . 1 1 . 2 . 2 H a w s e r a n g l e o r t e n s i o n a l a r m m e s s a g e s

Table 9 Hawser angle or tension alarm messages for FSU buoys


FSU hawser limits toohigh<ESD1><Actualhawser angle><Anglelimit>

Alarm message. Hawser angle limitfor FSU/FPSO has been reached. The bow of the vessel crosses the yellowsector.


FSU hawser limits criticallyhigh<ESD2><Actualhawser angle><Anglelimit>

Hawser angle limit for FSU/FPSOhas been reached. The bow of thevessel crosses the red sector.


Hawser tensionhigh<Actualtension><Tensionlimit><Range>

Warning message. Issued if the hawser tension exceeds the predefined warning limit.

Active in allmodes exceptStandby modewhen tensionis enabled.

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Table 9 Hawser angle or tension alarm messages for FSU buoys (cont’d.)


Hawser tensioncritically high<Actuallimit><Tensionlimit><Range>

Alarm message. Issued if the hawser tension exceeds the predefined alarmlimit.

Active in allmodes exceptStandby modewhen tensionis enabled.

Hawser tension notenabled

Alarm message. Issued if enteringWeather Vane mode without firsthaving enabled hawser tensionmeasurements.

Weather Vanemode.


In addition to the predefined warning and alarm limits for thevessel position relative to the terminal point of the FSU, you candefine fore and aft alarm limits for the vessel position relative tothe setpoint circle. See Weather vane limits on page 4.10 Alarm

Limits dialog box - Weather Vane page on page 109.

When these limits are active, they are displayed on the Posplotview as dotted lines fore and aft of the setpoint circle.

Figure 46 Weather vane fore/aft position alarm limits

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Table 10 Fore and aft position alarm messages for FSU buoys


Position exceeds fore(aft) limit <Actualdeviation fromsetpoint-circle/base><Operator selected fore (aft)distance limit>

Alarm message. Issued when the bowis fore (aft) of the operator definedtangent to setpoint radius.

Approachand Weather Vanemodeswhen theweather vane fore/aft positionalarms areactive.

7 . 1 1 . 2 . 4 F S U P o s i t i o n w a r n i n g a n d a l a r m m e s s a g e s

With the FSU Position function active, the following warningand alarm messages may be issued:

Table 11 FSU Position warning and alarm messages for FSU buoys


Relative reference systemnot active

Alarm message. Issued if relativereference systems are lost or deactivated. The FSU Position

function cannot be used. The functionis turned off 20 seconds after thealarm message is issued. The systemwill then revert to standard Approachor Weather Vane mode. The systemis operational with only absolute position-reference systems. All position and heading monitoringrelative to the FSU is lost.

Approach andWeather Vanemodes.

Absolute reference systemnot active

Alarm message. Issued if absolutereference systems are lost or deactivated. The FSU Positionfunction cannot be used. The functionis turned off 20 seconds after the

alarm message is issued. The systemwill then revert to standard Approachor Weather Vane mode, and the lampsfor the relative reference systems willflash during the calibration period.


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Table 11 FSU Position warning and alarm messages for FSU buoys (cont’d.)


Reference system tandem position predictionerror<Deviation limit>

Alarm message. Issued if systematic position fault is detected betweenrelative position-reference systemswith the FSU Position functionactive. This fault can cause thesetpoint to jump when a relative position-reference system is lost.Lamp will flash to indicate rejectedsystem.


Tandem surge setpointmoved<Distance moved>

Warning message. Issued when theSurge/Sway Rectangle is updatedin the alongships direction. Thevessel must then move the indicateddistance.


7 . 1 1 . 2 . 5 F S U H e a d i n g w a r n i n g a n d a l a r m m e s s a g e s

The following heading warning and alarm messages may beissued:

Table 12 FSU Heading warning and alarm messages


FSU shuttle headingdifference<Actualheadingdifference><Max.allowed headingdifference>

Warning message. Issued if themeasured heading difference exceedsthe operator-set heading difference between FSU and vessel for theFSU Heading function. The warningmessage is issued independently of whether or not the FSU Headingfunction is active.


FSU heading dropout Warning message. Issued whenreadings of the FSU heading (fromDARPS) are not available. The FSUHeading function will, if active, be deactivated and blocked againstfurther use.


Bow baseheading deviationhigh<ESD1><Actualunfiltered bow/basedeviation><Alarm limit>

Alarm message. Issued if thedeviation between vessel headingand optimum heading (towards base point) exceeds the preset limit, i.e.indicating that the vessel is not ableto maintain the optimal heading.


FSU gyrodifference<Actualdifference indegrees><Limit indegrees>

Warning message. Issued if the gyroreadings received on DARPS-1 andDARPS-2 deviate. Possible fault inone of the gyros onboard FSU.


7 . 1 1 . 2 . 6 O t h e r m e s s a g e s The following information and alarm messages may be issued:

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Table 13 Other messages for FSU buoys



Active in allmodes.


Approachmode.

7.11.3 Warning and alarm messages forSTL buoys

The following warning and alarm messages may be issued:

7 . 1 1 . 3 . 1 P o s i t i o n a l a r m m e s s a g e s

Table 14 Position alarm messages for STL buoys


STL buoy connected Alarm message. This alarm is issuedone minute after the K-Pos DP systemreceives a signal indicating that theSTL buoy is connected.

Joystick , Auto Position, Approachand Connect modes.

Distance to base toolong<SPT><Actualdistance between bowand basepoint><Alarmlimit>

Alarm message. Issued if the matingcone crosses the inner Start Propeller Thruster (SPT) position limit circle. If required by the operational situation,start and enable propellers/thrustersand select automatic position controlin the surge, sway and/or yaw axes.

Connect and Loading modes.

Distance to base criticallylong<SD><Actualdistance between bowand basepoint><Alarmlimit>

Alarm message. Issued if the matingcone crosses the inner red minimumdistance alarm circle. If required bythe operational situation, initiate ShutDown (SD) Class 2.

Connect and Loading modes.


Table 15 Fore and aft position alarm messages for STL buoys


Position exceeds fore(aft) limit<Actualdeviation fromsetpoint-circle/base><Operator selected fore (aft)distance limit>

Alarm message. Issued when the bowis fore (aft) of the operator definedtangent to setpoint radius.

Approach andWeather Vanemodes whenthe weather vane fore/aft position

alarms areactive.

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7 . 1 1 . 3 . 3 O t h e r m e s s a g e s


Table 16 Other messages for STL buoys



Active in allmodes.


Approachmode.

7.11.4 Buoy depth monitoring

7 . 1 1 . 4 . 1 S T L b u o y

The STL buoy is equipped with HPR transponders which provide position and depth information. This information is monitored by the SDP system in the Approach and Connect modes.

Table 17 Buoy depth message for STL buoys

Message text Message type/Description

Active in

modes

Depth limits exceededfor STL buoy<Actualdepth><Depthlimit><Transponder index>

Alarm message. Issued if themeasured depth of the STL buoyexceeds a predefined depth limit.

Approachand Connect modes.

7 . 1 1 . 4 . 2 S p r i n g b u o y s

Each spring buoy is equipped with an HPR transponder which provides depth information. The measured depth of each spring buoy is checked against predefined upper an lower depth limits.

Table 18 Buoy depth message for spring buoys

Message text Message type/DescriptionActive inmodes

Depth limits exceededfor MLBE<Actualdepth><Depthlimit><Transponder index>

Alarm message. Issued if themeasured depth of the MLBE buoyexceeds a predefined (upper or lower)depth limit. Indicates a possiblemooring line breakage.

Approachand Connect modes.

7 . 1 1 . 4 . 3 O t h e r m e s s a g e s


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Message system

Table 19 Other messages



Active in allmodes.


Approachmode.

7.12 Operator advice messages

As and when applicable, operator advice messages are

superimposed across the center of the colour display in a pop-upwindow.

These messages are displayed if a button is pressed when theoperator station is not in command of the system or an attempt ismade to select a function that is not allowed in the current systemmode or with the currently displayed dialog box.

There are three categories of operator advice messages, eachindicated by an icon:

Alarm (Stop)

Warning

Information

A typical example of each type of operator advice message isshown in Figure 47.

Figure 47 Operator advice message examples

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Starting operations

8 STARTING OPERATIONSThis chapter contains the following sections:

8.1 System start-up/shut-down and OSstop/restart................................................................145

8.2 Logon Configuration dialog box..............................1478.3 Command transfer....................................................1488.4 Command Control dialog box..................................1508.5 Connecting to a controller PS group........................ 157

8.1 System start-up/shut-down and OSstop/restart

The K-Pos DP controller cabinet and Operator Stations areusually left with the power on and with the system in Standbymode.

Placement and naming of switches used in system start-up andshut-down procedures will vary depending on the hardwareinstalled.

If the system has been shut down, use the procedure in theMaintenance Information document for your vessel to restartthe system.

8.1.1 Stop/Restart dialog boxWith the Stop/Restart dialog box, you can perform the followingtasks at your Operator Station:

• Stop the OS software and leave the Windows session running.

• Restart the OS software with the Windows session running.

• Shutdown the Windows session (and thus also stop the OSsoftware).

• Reboot the Windows session (and thus also stop and restartthe OS software).

Reboot the Operator Station if the system is not performing asrequired, for example:

• Display views are not updated (i.e. numerical values, headingand position do not change).

• The Operator Station does not respond to operator input.

If it is impossible to move the cursor, or the System menu for some other reason is unavailable, use the procedure describedin Restart the OS using the Windows Security dialog box on

page 147 to restart the Operator Station.

Any of these options should be performed on one Operator

Station at a time to facilitate operation and monitoring of theK-Pos DP system from other Operator Stations.

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Caution

Some of the options you can perform on this dialog box are not part of the normal operating procedures for theK-Pos DP system. They are implemented to facilitateservice and installation work performed by trained personnel from Kongsberg Maritime.

To display the Stop/Restart dialog box, selectSystem→Stop/Restart.

OS Software

Stop

Stop the OS software and leave the Windows session running.

Restart

Restart the OS software with the Windows session running.

Windows

Shutdown

Stop the OS software, shut down the Windows session and prepare the computer to be turned off.

Reboot (with OS Restart)

Stop the OS software, reboot the Windows session and restartthe OS software.

Note

Avoid restarting the Operator Station by switching the power off and on. It may be damaging to the Windows file system.

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8.1.2 Restart the OS using the WindowsSecurity dialog box

1 Press Ctrl+Alt+Del (simultaneously) on the alphanumerickeyboard.

• The Windows Security dialog box is displayed.

2 Click the Shut Down button.

• The Shut Down Windows dialog box is displayed.

3 Select Shut down in the What do you want the computer to

do? drop-down-list box.


5 Turn the power off.For details about how to turn the power on/off, refer to the

Maintenance Information document in the Maintenance Manual for your vessel.

6 Wait.

7 Turn the power on.

8.2 Logon Configuration dialog box

The Logon Configuration dialog box enables you to perform thefollowing tasks on your Operator Station:

• Select between user logon and auto logon

• Select/change the shell to be used when logging on (typicallyeither Microsoft Windows or the OS software).

Caution

Use of this dialog box is not part of the normal operating procedures for the K-Pos DP system. It is implemented to facilitate service and installation work performed by trained personnel from Kongsberg Maritime.

Depending on the shell used on your Operator Station, you candisplay the Logon Configuration dialog box either by selectingAutoStart under the K-Pos DP command on the Start menu (onlywhen using Microsoft Windows as shell), or when performingautostart of the K-Pos DP system. During autostart, a countdowndialog box is launched. Clicking the button on this countdowndialog box within the countdown limit, displays the Logon

Configuration dialog box.

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User Logon

Select this option button if the user is required to log on manuallyeach time the system is started.

Logon Profile

Auto Logon

Select this option button if automatic logon is to be configuredand performed each time the system is started. This is the normallogon configuration.

ShellDrop-down list box where you can select which shellconfiguration to use when logging on, either Microsoft Windowsor the OS software. The OS software is the normal shellconfiguration.

Apply and Logoff

Clicking this button after having selected a new shellconfiguration will quickly restart the system with the new shellconfiguration.

8.3 Command transferDepending on the system configuration, more than one Operator Station can be connected simultaneously to one controller processstation (PS) group as described in Connecting to a controller

PS group on page 157. For example, the Main controller PSgroup (which in turn controls the vessel’s propulsion system),can be controlled from a K-Pos DP Operator Station, an Operator Station in integrated systems, or a remote operator terminal.All the available information about the propulsion system isavailable at all the connected Operator Stations, but only oneOperator Station can be in command at any time.

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All the Operator Stations have TAKE and GIVE buttons. On theOperator Station that has command of the Main controller PS

group, the TAKE button is lit and Propulsion is displayed in thetitle bar.

There are two methods for switching command between Operator Stations that are connected to the same controller PS group:

• Take Command

• Give Command

The system command configuration determines whether or notthe “Take Command” method can be used. The “Take” and“Give” actions apply only for the controller PS group to whichthe Operator Station is connected.

In the following example procedures, both DP-OS1 and DP-OS2are connected to the Main controller PS group, DP-OS1 currentlyhas command of this group, and command is to be transferredto DP-OS2.

8.3.1 Taking command

Note

This procedure can be used only if allowed by the systemcommand con fi guration.

1 DP-OS1 is in command.

• The TAKE button status lamp on DP-OS1 is lit.

• No COMMAND button status lamps are lit on DP-OS2.

2 To take command at DP-OS2, press the TAKE button onDP-OS2 twice within four seconds.

3 DP-OS2 is now in command.



8.3.2 Giving command1 DP-OS1 is in command.



2 Press the GIVE button on DP-OS1.

• The TAKE button status lamps on all Operator Stationsthat are connected to this controller PS group flash.

• An audible signal sounds at all Operator Stations wherethe feature is configured.

3 If applicable, press the SILENCE button to stop the audiblesignal from sounding.

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4 To accept command at DP-OS2, press the TAKE button onDP-OS2 twice within four seconds.

5 DP-OS2 is now in command.



• The audible signal is silenced.

If the offered command transfer is not accepted within oneminute, then DP-OS1 remains in command.

If command has not already been taken by another Operator Station, the offered command transfer can be cancelled duringthe timeout period by pressing the TAKE button on DP-OS1.

8.4 Command Control dialog box

The Command Control dialog box shows the current commandcontrol status and allows you take or give control of the K-PosDP system.

Note

As a general rule it is recommended to use the operator panel buttons to take or give command control.

To display this dialog box, press the STATUS button.

This dialog box has three pages, one page with the name of theOperator Station (in this example DP-OS1), Overview, and Give.The DP-OS1 page is referred to as “the DP-OS page” and someelements are present on all three pages.

The information available from the Command Control dialog

box is mainly intended for operation of systems with severalOperator Stations.

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Starting operations

The Command Control dialog box provides some opportunitiesnot available from panel buttons.

The Command Control dialog box is designed to correspondto the equivalent dialog box in the K-Chief system where itis more frequently used. This has been done to improve theuser interface, especially on vessels with Integrated AutomationSystems (IAS) on board.

8.4.1 Command groups

In IAS systems, the functionality is divided into Commandgroups that reflect the way in which the system will be operated.Each of these Command groups will usually represent a specific

process area, for example, Ballast, Power, Propulsion, PropulsionSimulation etc.

All the available information about the command groups isavailable at all the connected Operator Stations, but, for eachCommand group, only one Operator Station can be in commandat any time.

For K-Pos DP purposes, Thr_Propulsion and Thr_Propulsion(Sim)

are the relevant Command groups, and “Take Command” and“Give Command” are the two relevant command transfer actions.

8 . 4 . 1 . 1 T h r _ P r o p u l s i o n

The Operator Station that controls this Command group, controlsthe vessel’s propulsion system. All Operator Stations can takecommand of Thr_Propulsion.

8 . 4 . 1 . 2 T h r _ P r op u l s i o n ( S i m )

A simulation session can be performed on the Operator Stationthat controls this Command group.

A training or simulation session can be performed on the Operator Station that controls this Command group (provided that the

requirements stated in Trainer functions on page 305 are met).

8.4.2 DP-OS page

To display the DP-OS page, click the DP-OS page tab.

The example below shows the DP-OS page with DP-OS1 incommand of Thr_Propulsion.

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Command Group

All command groups are listed in this column. OnlyThr_Propulsion and Thr_Propulsion(Sim) are of interest for theK-Pos DP system.

Status

Using the text In Command, this column displays the commandgroups over which this Operator Station has control.

Modified

Displays the time the command control state of the command

groups was last changed by this Operator Station.Privileges

Displays the Operator Station’s privileges for each commandgroup. Takeable is the only one of interest for the K-Pos DPsystem. “Takeable” means that an Operator Station can takecommand of the command group in question without acceptancefrom the Operator Station that was originally in command.

8.4.3 Overview page

To display the Overview page, click the Overview page tab.

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Command Group

All Command groups are listed in this column.

In Command

Displays the Operator Station that is in command.

Modified

Displays the time when the command control state was lastchanged by any Operator Station. This may be different from thetime displayed for the same command group on the DP-OS pageas it shows the time the command control state was last changed

by the Operator Station that you are at.

Command Locations

Displays the Operator Stations that can take command of eachcommand group. The asterisks (*) mean that the Operator Stationcan take command without acceptance. This is usually the casefor Operator Stations in K-Pos DP systems.

8.4.4 Give page

To display the Give page, click the Give page tab.

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To OS Group:

Displays the Operator Station(s) to which command can be

transferred.Give Command of:

Clicking an DP-OS in the To OS Group list, causes a list of all thecommand groups over which the Operator Station you are at (hereDP-OS1) currently has command, to be displayed in this field.

8.4.5 Command Groups

For K-Pos DP operations only the Thr_Propulsion andThr_Propulsion(Sim) command groups are of interest. You selecta command group by clicking its identifier in the Command

Group list.

There is a folder icon for each command group. The folder iconsare colour coded and have their presentation changed to indicatethe current status of each command group.

• Red, closed folder — Uncontrolled, critical command group.

• White, closed folder — Uncontrolled command group.

• Grey, closed folder — Another Operator Station is in controlof the command group.

• Green, open folder — This Operator Station (here DP-OS1)

is in control of the command group.

8.4.6 Controls and indicators

The command transfer controls are divided in three groups,TAKE, GIVE and STATUS. Each group contains a lamp, a textfield and a button.

Lamps

Text Fields

Buttons

For K-Pos DP systems, when the dialog box is open, pressingSTATUS on the operator panel closes the dialog box.

The following descriptions of controls and indicators usesDP-OS1 as an example.

Lamps

TAKE

• Lit on DP-OS1 when DP-OS1 is in command.

• Not lit on DP-OS1 when another OS is in command.

• Flashes until DP-OS1 accepts when DP-OS1 is offeredcommand, or during the timeout period of one minute.

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Starting operations

• Flashes while DP-OS1 is giving command to another Operator Station, until the other Operator Station accepts, or during the

timeout period of one minute.GIVE

• Flashes while DP-OS1 is giving command to another Operator Station, until the other Operator Stationaccepts, or during thetimeout period of one minute.

Text fields and buttons

The text fields display the command transfer action that will be performed when the related button is clicked.

TAKE button and text field

The TAKE button is unavailable when DP-OS1 is in command or when no command group is selected for command transfer.

The messages that may appear in the text field are as follows:

• Take...

Default on the Give page. Clicking the TAKE button displaysthe DP-OS1 or Overview page, depending on which was lastused.

• Take

Appears above the TAKE button on the DP-OS page when an

uncontrolled command group or a command group currentlyunder command of another Operator Station is selected.Clicking the TAKE button transfers the command to DP-OS1.

• Cancel Give...

Appears above the TAKE button when a Give request isinitiated. Clicking the TAKE button cancels the Give request.

• Accept Give...

Appears above the TAKE button when a Give request isreceived. Clicking the TAKE button accepts a Give requestand transfers command to DP-OS1.

GIVE button and text field

The messages that may appear in the text field are as follows:

• Give...

Default on the DP-OS and Overview pages. Clicking the GIVE

button displays the Give page.

• Give selected...

Appears above the GIVE button on the DP-OS and Overview

pages when “Giveable” command groups are selected.

Clicking the GIVE button the displays the Give page.

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• Start Give Transfer

Appears above the GIVE button on the Give page when

“Giveable” command groups are selected. By clicking theGIVE button you start a Give transfer of the selected commandgroups.

• Reject Give

Appears above the GIVE button when a Give request isreceived. Clicking the GIVE button rejects the Give request.

STATUS button and text field

For K-Pos DP systems, the message that may appear in thetext field is:

• Close

Default above the STATUS button on all three pages. Clickingthe STATUS button closes the dialog box.

8.4.7 Taking or giving command of propulsion control

This procedure is used to transfer control of propulsion betweenK-Pos DP Operator Stations.

To “Take” command of propulsion control at the K-Pos DP

Operator Station where it is required:

1 Press the STATUS button.

• The Command Control dialog box is displayed.

2 Check that the DP-OS page of the dialog box is beingdisplayed (if not, click the DP-OS page tab).

3 Highlight Thr_Propulsion and then click the TAKE button totransfer propulsion control to the station you are at.

To “Give” command of propulsion control to another K-Pos DPOperator Station:

1 Press the STATUS button.

• The Command Control dialog box is displayed.

2 Click the Give page tab.

• The Give page is displayed.

3 Highlight the OS group you want to give command to (byclicking on the group), highlight Thr_Propulsion, and thenclick theGIVE button to start the transfer of propulsioncontrol.

• The TAKE

button will start to fl

ash at the station to which propulsion control is to be transferred.

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Starting operations

4 To accept the transfer of propulsion control, press theSTATUS button to display the Command Control dialog box

(if it is not already open) and then click the TAKE button tocomplete the transfer.

8.5 Connecting to a controller PS group

A “controller PS group” is a group of one or more K-Pos DPcontroller process stations. The controller PS groups availabledepend on your system configuration:

• Main — the main controller PS group

• MainSimulator — the controller PS group for training and

simulating sessions (optional)An operator station can be connected to only one controller PS group at a time. Your system configuration determines thecontroller PS groups to which each operator station can connect.

Several operator stations can be connected simultaneously to acontroller PS group, but only one of these operator stations can

be in command. See Taking command on page 149.

If an operator station is not in command of a controller PS group,you can connect that operator station to any available group atany time. However, if the operator station has command of a

controller PS group, the system on these controllers must be inStandby mode before you can connect the operator station toa different group.

The Connect dialog box allows you to connect to a controller PS group.

To display this dialog box, select System→Connect.

Select the required controller PS group.

For operating procedures related to the built-in simulator, refer tothe separate DP/PM Buil t-in Simulator Operator Manual .

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9 CONTROLLER PROCESS STATIONSThis chapter contains the following sections:

9.1 Resetting controller process stations........................1589.2 Redundant systems...................................................160

9.1 Resetting controller process stations

You can reset a selected controller process stations (PS) for example in the event of a software problem. To retrieve thedefault settings, all controller PSs must be reset.

9.1.1 Resetting the controller PS in a

single-computer systemBefore resetting the controller PS in a single-computer system,you must ensure that the K-Pos DP system does not have controlof the vessel propulsion system.

To reset the controller PS, follow the procedure described in Resetting all controller PSs in a dual or triple redundant system below.

9.1.2 Resetting one controller PS in a dualor triple redundant system

Before resetting a controller PS in a dual or triple-redundantsystem using the Reset Controller PS dialog box, you shouldensure that another controller PS is operational and is selected asthe master computer (see Redundant systems on page 160).

To display this dialog box, select System→Reset Controller PS.

To reset a controller PS, select the Controller PS to be reset andthen click the OK or Apply button.

9.1.3 Resetting all controller PSs in a dualor triple redundant system

If the vessel is not under control by the K-Pos DP system, youcan reset all K-Pos DP controller PSs simultaneously. DuringDP operation the K-Pos DP controller PSs receive the same

input from sensors, position-reference systems and thrusters, and perform the same calculations.

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Controller process stations

The best way to ensure that errors are deleted from the K-Pos DPcontroller PSs is therefore to reset all of them. To retrieve the

default settings, all K-Pos DP controller PSs must be reset.1 Ensure that the K-Pos DP system does not have control of

the vessel propulsion system.

2 Ensure that the K-Pos DP system is in Standby mode.

3 Ensure that no thrusters are enabled.

4 Reset all K-Pos DP controller PSs simultaneously using theReset Controller PS dialog box (see 9.1.2).

• The Reset Controller PS message box is displayedinforming you that the vessel will be without control

from this system during the restart period.

5 Click the OK button to confirm.

• Until at least one K-Pos DP controller PS is running, adialog box containing the following message is displayed

on all Operator Stations:

No network response from the Controller PS

• When at least one K-Pos DP controller PS is running, amessage box is displayed on all Operator Stations:

The Controller PS is now responding

The K-Pos DP system is in Standby mode with defaultsettings.

The following message is displayed in the Event Listwindow for each controller PS:

Equip <yy/mm/dd hh:mm:ss>Alarm <DpPUx>: Station is

operational

(x refers to controller PS A, B or C).

6 Select the master controller PS (see Redundant systems below).

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9.2 Redundant systems

In dual redundant systems, the controller cabinet contains twocontroller process stations (PSs) that operate with a master/slaverelationship.

In triple redundant systems, the controller cabinet contains threecontroller PSs. The concept of majority voting is used to detectand isolate faults in the sensors and in the K-Pos DP system itself.

9.2.1 Error objects

A system surveillance function keeps track of the extent to whichthe controller PS and its associated IO equipment is technically

capable of fulfi

lling its intended purpose. The IO drivers anddifferent system health monitoring functions automaticallyregister “error objects”. Each error object is identified with aunique name and is used to report the presence or absence of errors. By communicating with other members of the redundancygroup, the system keeps track of which errors are shared betweenall controller PSs in the group (common errors), which ones areexclusive to one controller PS and which ones that make the PSincapable of controlling the process.

No weights are assigned to errors. Neither is the number of errorssignificant. What makes a PS “more capable” than another is

defined by the following list in the order of falling capability:• OK — A PS without errors

• Common error — A PS with only common errors

• Degraded — A PS with separate errors

• Incapable — An incapable, but running PS

9.2.2 Dual redundant system

The PSs in a dual redundant system operate in parallel,each receiving the same input from the operator, sensors,

position-reference systems and thrusters, and each performingthe same calculations. However, only the Online (Master) PS cancontrol the propulsion system. You can select which PS is to bethe Master, however, a switch is only possible to a PS which is of equal or better capability than the current Master. In the eventof a deviation between the two PSs, you can update the Of flinePS with data from the Master PS. See Redundant Stations dialog box on page 163.

Both control computers are continuously checked for bothhardware and software failures. If a failure is detected, a warning

or alarm is given.Some advantages of redundancy are:

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• No single-point failure

The system is designed to avoid total system failure if single

failure occurs.

• Failure detection

The system will detect a failure, allowing corrective actions to be taken.

• Fault isolation

If one system component fails, the other components will not be affected.

9 . 2 . 2 . 1 A u t o m a t i c s w i t c h - o v e r t o t h e O f fl i n e P S

If a failure is detected in the Master PS, a switch-over to theOf fline PS is activated automatically and an alarm message isgiven:

Redundancy group "DpMain": B Master

This automatic switching is allowed only once. Before anyfurther auto-switching can take place, the operator must havethe fault rectified and then reset the error object to the normalstate (unlock).

9 . 2 . 2 . 2 R e s e t t i n g a f t e r a n a u t o m a t i c s w i t c h - o v e r

1 Select System→Redundant Stations.

• The Redundant Stations dialog box is displayed (see Redundant Stations dialog box on page 163).

In this dialog box Error Objects are used to report the presence of failures that may lead to an auto-switchfrom one PS to another. Yes is displayed in the Locked

column for locked error objects (errors that have lead toan auto-switch).

2 Use Error Objects in the Redundant Stations dialog box tofind out which errors are present.

3 Have the errors rectified.

4 In the Redundant Stations dialog box, right-click in the ErrorObjects area.

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• The following shortcut menu is displayed:

5 Select Unlock All.

The locked error objects are reset to the normal state(unlocked).

9.2.3 Triple redundant system

In triple redundant systems, each PS uses the same data

from the operator, sensors, and position-reference systems tocalculate command signals to the propulsion system (they areall Online). Fault detection and isolation are achieved by a

process of majority voting. Once the voting has taken place,the failed (incorrect) computer will, if possible, correct itself automatically, based on the values of the other computers. If thefailed computer cannot correct itself, the operator is informedand the faulty computer should be replaced. Meanwhile, the twoother computers continue working and perform dual-redundancy

procedures in the same way as a dual system (see Dual redundant system on page 160). The system will automatically reconfigureitself to a triple-redundant system as soon as the failed computer is replaced.

In triple redundant systems, all three PSs perform voting, but onlyone of the PSs, the Master PS, communicates with the operator stations, and outputs serial line information. You can select thePS that is to be the Master, however, a switch is only possible to aPS which is of equal or better capability than the current Master.

If the present Master PS should fail, another PS will immediatelytake over the Master responsibility.

Advantages of triple redundancy are:

• Voting of sensor input signalsThe voting is performed between tightly synchronisedcomputers to:

– Detect sensor errors such as compass drift and sensor breakdown.

– Ensure that all three computers use the same data as a basisfor calculation of command signals.

• Software Implemented Fault Tolerance (SIFT)

The Triple Modular Redundancy (TMR) detects an error inthe processing elements and corrects the error by employing

voting algorithms. The system represents a SoftwareImplemented Fault Tolerance (SIFT) concept.

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• Voting on command (output) signals

– DP-31: The thruster commands from the three control

computers are compared by the “master” computer and themedian command is selected to be the final output.

– DP-32: The voting of the thruster commands is performedin the thruster control field station.

• No single-point failure (see Dual redundant system on page 160)

• Failure detection (see Dual redundant system on page 160)

• Fault isolation (see Dual redundant system on page 160)

9.2.4 Redundant Stations dialog box

To display the Redundant Stations dialog box, selectSystem→Redundant Stations.

PS Groups

Select the target controller PS group for all commands andoperational statuses of the dialog box from this list.

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Redundancy Status

Master

The current master PS is indicated in the appropriate check box.The master PS is designated for specific tasks only done by asingle PS on behalf of the redundancy group.

You can click the Set button to set the corresponding PS as themaster.

Online

The current online PS is indicated in the appropriate check box.The online PS controls the field output.

Capability

Displays the Capability status (i.e. to which extent the PS istechnically capable of fulfilling its intended purpose).

• OK

No errors

• Common Error

Errors that are common to all PSs in the controller PS group

• Degraded

Errors that are restricted to one of the PSs in the group

• Incapable

The PS is in a state where it should not be used as the master or online PS

Mode

Running modes are defined to structure the start-up phase, beforea PS is ready to take control.

• Inactive

The PS is not communicating. It may be in the process of initiating or loading, or not executing at all.

• Starting

The PS is communicating, but more preparation is needed.In particular, it may be necessary to initiate IO devices anddetect their state.

• Learning

The PS is communicating and has been initiated, but is in the process of retrieving information from other PSs, which are inRunning mode. This mode can also be entered from Runningmode in cases where normal operation has been interruptedfor a while.

• Running

The PS is communicating, and has finished all start-up preparations.

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Redundancy Control

Redundancy type

Displays the Redundancy type for the selected controller PSgroup. Single, Dual and Triple are the ones that are relevant for K-Pos DP purposes.

PS fault tolerance

This is the number of PSs that can fail without losing controlof the system. For a single system this number is 0, for a fullyoperational dual system it is 1, and for a fully operational triplesystem it is 2.

Update Of fline

In the event of deviation between the two PSs in a dual (or degraded triple) system, click Update Of fline to update the of flinePS.

Update Of fline is unavailable for a fully operational tripleredundant system. If a failure is detected in PS A, B or C, thesystem continues operating as a dual redundant system and theUpdate Of fline functionality becomes available.

If a failure is detected in PS A or B in a dual system (or in twoof the three PSs in a triple system), the Update Of fline buttonon the dialog box becomes unavailable. The system continuesoperating as a single system.

A message about the status of the last “Update Of fline” isdisplayed below the Update of fline button, for example:

Last update of fline OK

Error Objects

Error objects are used to report the presence of failures that maylead to an auto-switch from one PS to another.

If you right-click in the Error Objects area, the following shortcutmenu is displayed:

In Error

The PS(s) on which the failure is detected.

Locked

Yes is displayed for locked error objects (failures that presentlyexist in the system and that may lead to an auto-switch). To

reset all error objects to the normal state, select Unlock all onthe shortcut menu.

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Overruled

It can be useful to be able to overrule the automatic detection

of failures, especially in cases of instability. This is done byright-clicking the relevant error and selecting Permanent On (theerror is regarded as being permanently present) or Permanent

Off (the error is regarded as being permanently absent) on theshortcut menu.

Description

A list of the possible failures.

The list is always shown in the dialog box, but only those failuresthat are marked with Yes in the Locked column are present inthe system.

(Status field in the lower left corner)

The status field displays the current status of the selectedcontroller PS group (Ready, Requesting information..., Request

for configuration failed, Request for capability failed, Request for

state failed, Switching of Master failed and Error when changing

permanent settings).

PS Operation...

Not relevant during normal operation.

Refresh

Clicking this button updates the content of the dialog box withthe current operational status.

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Sensors

10 SENSORSThis chapter contains the following sections:

10.1 Gyrocompasses ........................................................16710.2 Wind sensors ............................................................17210.3 Vertical reference sensors (VRS) .............................17710.4 Draught sensors........................................................17910.5 Hawser tension sensors ............................................18110.6 STL sensors..............................................................183

10.1 Gyrocompasses

At least one gyrocompass must be enabled at all times to provide

heading information to the system for automatic control of heading.

Gyrocompasses are enabled and controlled using the Sensors

dialog box - Gyro page.

10.1.1 Sensors dialog box - Gyro page

To display the Gyro page, either:

• Select Sensors→Gyro,

or

• Press the GYRO button.

OK

The OK status for each gyrocompass is shown in the matchingOK check box. The status for all channels from the gyrocompass

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must be OK for the check box to be selected. This check boxis for information only.

Enable

Each gyrocompass has an associated Enable check box. Selectingthis check box enables the signals from the gyrocompass. Thesystem will automatically disable a gyrocompass if it is not OK,i.e. clear the Enable check box, and also make the check boxunavailable.

Preference

These option buttons allows you to specify which gyrocompassis preferred for use by the system.

In Use

The gyrocompass that is currently used by the system to calculatethe vessel’s heading is indicated in the In Use check box. If the gyrocompass is not OK or a failure is detected, the check mark is cleared from the In Use check box, and the system willautomatically switch to another gyrocompass enabled for use.

Gyro Heading

The measured heading from the gyrocompass.

Added Correction

This text box allows you to specify a gyrocompass correctionto compensate for a possible offset of the ships gyrocompass

for example compared with a surveyor’s gyrocompass. The text box is unavailable and appears dimmed when the correspondinggyrocompass is enabled.

Note

To ensure consistent data for all users of a gyrocompass, it isrecommended to adjust the gyrocompass itself.

Used Heading

The measured heading from the gyrocompass with addedcorrection.

Note

The Gyro D eviation Calculation (see Gyro Deviation dialog boxbelow) uses the U sed H eading values as input for the calculations.

10.1.2 Gyro Deviation dialog box

The data from each gyro can be monitored and evaluated usingGyro Deviation Calculation. This function is based on the factthat the vessel heading can be derived from the relative positions

between two GPS antennas. The error for each gyro is estimatedfrom the filtered difference between the GPS derived heading and

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the gyro data. Recommended minimum antenna separation is10 m, and the accuracy of the computed heading increases with

distance between the antennas.To display the Gyro Deviation dialog box, select Sensors→Gyro

Deviation.

Gyro Deviation Calculation

The Gyro Deviation Calculation uses the Used Heading values (seeSensors dialog box - Gyro page) as input for the calculations.

Active

Select this check box to enable Gyro Deviation Calculation.

Filter Time

The default value is the recommended minimum value for your vessel. The shorter the distance between the GPS antennas, thelonger the time required for data filtering.

Calculated Correction

Correction

For each gyro the difference between the computed heading andthe used heading from the gyro is displayed.

You can select to have the Calculated Correction value displayedas a trend plot in the Sensors view (see Sensors view on page 362)and in the Trends view (see Trends view on page 387) using theview control dialog boxes for these views.

Std.Dev

The Standard Deviation for each estimate is displayed. If the

Correction is one degree or more, and the Std.Dev is significantlysmaller, you should correct the error on the gyro.

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Based on

This displays the GPSs the Gyro Deviation Calculation is based on.

1 0 . 1 . 2 . 1 A d d i t i o n a l i n f o r m a t i o n

When sailing at high speed, the used heading may deviate fromthe computed heading due to lack of speed/latitude compensation.After the vessel has stopped, the Correction value may still beincorrect for some minutes.

Note

Before correcting for error on the gyro, you should let theCorrection value stabilise.

10.1.3 Gyro status lamp

The GYRO button has a status lamp which shows the status of the gyrocompasses:

• On — At least one gyrocompass is enabled and accepted bythe system.

• Flashing — The measurements from one of the enabledgyrocompasses are not accepted by the system.

• Off — No gyrocompasses are enabled.

10.1.4 Displayed heading information

You can examine the measured values from the gyrocompasses inmore detail on the Sensors view (see Sensors view on page 362).

10.1.5 Rejection of heading measurements

Normally, all the available gyrocompasses will be runningand enabled for use. The system then receives and comparesthe signals from all the gyrocompasses, but uses only one of

them to calculate the vessel’s heading. You can specify whichgyrocompass is preferred for use by the system:

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• When two gyrocompasses are enabled, the system will use the preferred gyrocompass. If the difference between the value

read from a gyrocompass and the model value exceeds a predefined limit, an alarm is displayed; for example:

Gyro 1 prediction error

If this error is for the gyrocompass that is in use, the systemwill change automatically to the other gyrocompass.

Note

In the event of a Gyro pr ediction error , you should always check the values from the gyrocompasses on the Sensors view and compare with an alternative source of heading information to

con firm which gyrocompass is faulty.

• When three gyrocompasses are enabled, the system willnormally use the preferred gyrocompass. If the difference

between the measurement from one of the gyrocompasses andthe median value exceeds a predefined limit, the measurementsfrom this gyrocompass are rejected and an alarm will be given.If necessary, the system will change to another gyrocompass.

10.1.6 Faulty gyrocompasses

If measurements from a gyrocompass are not accepted by thesystem, a message is given with information about the failure.The message may define the faulty gyro directly; for example:Gyro 1 not ready. Alternatively, it may indicate only that thereis a difference between the measurements from the availablegyrocompasses. In the latter case, you must try to find the faultycompass by comparing the received measurements with analternative source of heading information.

In the following examples it is assumed that two gyrocompassesare available, that both gyrocompasses are enabled and that Gyro1 is in use:

• If there is a failure on Gyro 2 (the gyrocompass that is not inuse), 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 isenabled. Disable the signals from Gyro 1 and rectify the fault.

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• If there is a failure on a gyrocompass and the system cannotdetect which compass is faulty; for example:

Compass difference

Do the following:

1 Check the values from the gyrocompasses on theSensors view and use an alternative compass or the GyroDeviation Calculation (see Gyro Deviation dialog box on

page 168) to find which gyrocompass is faulty.

2 Disable the faulty gyrocompass and rectify the fault.

When a faulty gyrocompass is repaired, you should enable itagain.

10.1.7 Heading dropout

If the vessel heading that is estimated by the Vessel Model differssignificantly from the measured vessel heading, the followingmessage is given:

Heading prediction error

If this continues for more than two seconds, the system willassume that the information from the gyrocompasses is unreliableand will stop updating the Vessel Model with the measuredheading. In this situation the following alarm will be given:

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 positioncontrol in a Heading dropout situation.

Go to Standby mode to reset the estimated heading from theVessel 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.

10.2 Wind sensors

At least one wind sensor should be enabled at all times to providethe system with wind speed and direction information.

Normally, input from all the available wind sensors will beenabled. The system then receives and compares the signals fromall the sensors, but uses only one of them to calculate the windforce acting on the vessel.

Wind sensors are enabled and controlled using the Sensors dialog box -Wind page.

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You can specify which wind sensor is preferred for use bythe system. If no errors are detected in the wind sensor

measurements, the system will always use the operator-preferredsensor (for which Preference is selected in the Sensors dialog boxWind page).

The raw measurements of wind speed and direction are filteredinternally (using a Kalman filter with both low and highfrequency parts), to estimate the most reasonable speed anddirection values to be used by the K-Pos DP system.

10.2.1 Sensors dialog box - Wind page

To display the Wind page, either:

• Select Sensors→Wind,or

• Press the WIND button.

OK

The OK status for each wind sensor is shown in the correspondingOK check box. The status for all channels from the wind sensor must be OK for the check box to be selected. This check boxis for information only.

Enable

Each wind sensor has an associated Enable check box. Selectingthis check box enables the signals from the wind sensor.

Preference

Use these option buttons to select the operator-preferred windsensor to be used by the system.

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In Use

Indicates the wind sensor currently used to calculate the wind

force acting on the vessel. If no errors are detected in theWind sensor measurements, the system will always use theoperator-preferred sensor (see Preference above).

Relative Speed

The displayed wind speed is the measured wind speed relative tothe vessel, not corrected for vessel motion.

Relative Dir.

The displayed wind direction is the measured direction relativeto the vessel heading, not corrected for vessel motion.

Manual

You can manually enter the values for wind speed and winddirection which the system should use to calculate the wind forceacting on the vessel. To enter values, disable all sensors and click the Apply button. The In Use check box for Manual input will beselected, the True Speed and True Dir fields will appear white,and you may enter values using the keyboard or the Numeric

Entry Keypad dialog box.

True Speed, True Dir

Display the true wind speed and direction. The present mode andwhether or not one or more sensor is enabled, determine whichvalues are displayed in these fields:

• In Standby mode with one or more wind sensor enabled, theTrue Speed and True Dir fields display the same values asRelative Speed and Relative Dir.

• In any mode other than Standby with one or more wind sensor enabled, the True Speed and True Dir fields display the truewind speed and direction values (filtered values).

• In any mode with no wind sensors enabled, the True Speed andTrue Dir fields contain the manually-entered values for thetrue wind speed and direction.

10.2.2 Wind status lamp

The WIND button has a status lamp which shows the status of the wind sensors:

• On — At least one wind sensor is enabled and accepted bythe system.

• Flashing — The measurements from one of the enabled windsensors are not accepted by the system or an error situationexists in at least one of the wind sensor channels if only asingle wind sensor has been enabled.

• Off — No wind sensors are enabled.

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10.2.3 Displayed wind information

You can examine the measured values from the wind sensors in

more detail on the Sensors view (see Sensors view on page 362).

10.2.4 Faulty wind sensors

If measurements from a wind sensor are not accepted by thesystem, a message is given with information about the failure.The message may define the faulty sensor directly; for example:

Wind 1 not ready

Alternatively, it may indicate only that there is a difference between the measurements from the available sensors. The

difference may be due to a faulty wind sensor. In the latter situation, you must try to find the faulty sensor by comparingthe received measurements with an alternative source of windinformation.

In any case you should use an alternative source of windinformation to determine which wind sensor that provides thewind measurements that is most representative for the windforces acting on the vessel.

In the following examples it is assumed that two wind sensorsare 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 thesignals from Wind 1 and rectify the fault.

• If there is a failure on a wind sensor and the system cannotdetect which sensor is faulty; for example:

Wind speed difference

Do the following:

1 Check the values from the wind sensors on the Sensorsview and use an alternative source of wind information tofind which sensor is faulty.

2 Disable the faulty sensor and rectify the fault.

When a faulty wind sensor is repaired, you should enable it again.

Note

A wind measurement will be in fl uenced by the location of the sensor. Differences in measurements can arise naturally. It isimportant to use the sen sor that is most representative for the

wind forces acting on the vessel.

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Sensors

10.3 Vertical reference sensors (VRS)

At least one vertical reference sensor must be available to provide the system with roll and pitch information. Thisinformation is used to adjust the measurements received fromthe position-reference systems for the vessel’s roll and pitchmotions. If the VRS is equipped with a heave sensor, the heaveinformation is used for monitoring purposes only.

If VRS information is lost, the system will be unable tocompensate the received position measurements for vesselmotion. The positioning capability of the system can then beseverely degraded.

Vertical reference sensors are enabled and controlled using the

Sensors dialog box - VRS page.

Normally, all the available VRSs will be enabled for use. Thesystem then receives and compares the signals from all theVRSs, but uses only one of them. You can specify which VRSis preferred for use by the system. If no errors are detectedin the VRS measurements, the system will always use theoperator-preferred sensor (for which Preference is selected on theSensors dialog box - VRS page).

10.3.1 Sensors dialog box - VRS page

To display the VRS page, either:

• Select Sensors→VRS,

or

• Press the VRS, GYRO or WIND button, depending on which isavailable in the system installed, and then, if necessary, click the VRS page tab.

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OK

The OK status for each VRS is shown in the corresponding OK

check box. The status for all channels from the VRS must beOK for the check box to be selected. This check box is for information only.

Enable

Each VRS has an associated Enable check box. Selecting thischeck box enables the signals from the VRS.

Preference

These option buttons allow you to specify which VRS is preferred for use by the system.

In Use

The VRS that is currently used by the system is indicated in theIn Use check box.

Pitch

The measured pitch from the VRS.

Roll

The measured roll from the VRS.

Heave

The measured heave from the VRS.

10.3.2 VRS status lamp

The VRS button has a status lamp which shows the status of theVRS:

• On — At least one VRS is enabled and accepted by thesystem.

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Sensors

• Flashing — The measurements from one of the enabled VRSsare not accepted by the system or an error situation exists in

at least one of the VRS channels if only a single VRS has been enabled.

• Off — No VRSs are enabled.

10.3.3 Displayed VRS information

You can examine the measured values from the VRS in moredetail on the Sensors view (see Sensors view on page 362).

10.3.4 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 givenwith information about the failure. The message may define thefaulty VRS directly; for example: VRS not ready. Alternatively,it may indicate only that there is a difference between themeasurements from the available VRSs. In the latter situation,you must try to find the faulty sensor by comparing the receivedmeasurements with an alternative source of VRS information.

In the following examples it is assumed that two VRSs areavailable, 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 thesignals from VRS 1 and rectify the fault.

• If there is a failure on a VRS and the system cannot detectwhich VRS is faulty; for example,

VRS pitch difference

Do the following:

1 Check the values from the VRSs on the Sensors viewand use alternative VRS information to find which VRS

is faulty.

2 Disable the faulty VRS and rectify the fault.

When a faulty VRS is repaired, you should enable it again.

10.4 Draught sensors

For optimum positioning performance, the system must haveaccurate information regarding the vessel’s draught at all times.The vessel draught can either be specified by the operator or measured by a draught sensor.

The source of draught information is selected and controlledusing the Sensors dialog box - Draught page.

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If the information from the draught sensors is correct and reliable,then this should be used in preference to manually-entered or

fixed values.

10.4.1 Sensors dialog box - Draught page

To display the Draught page, either:

• Select Sensors→Draught,

or

• Press one of the GYRO, WIND or VRS buttons, dependingon which is available in the system installed, and then click the Draught page tab.

The content of this dialog box will vary according to systemconfiguration. The dialog box in the system installed on your vessel may display only some of the items shown in this example.

Sensor

When Sensor is selected, you can specify the draught sensor that is to be used. Each draught sensor has an associated Enable

check box. Selecting this check box enables the signals from thisdraught sensor for use by the system. If more than one sensor isenabled, the system uses the average of all the enabled sensors.If Sensor is selected but no sensors are enabled, the Manual valueis used by the system.

Manual

When Manual is selected, the draught value entered under Fixed

Draught is used by the system. If you try to enter a value thatis too high or too low, the value is rejected by the system and

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a message informing you about the legal range for draught isdisplayed.

Operation

When Operation is selected, the predefined operational draughtvalue is used by the system.

Transit

When Transit is selected, the predefined transit draught value isused by the system.

Used Draught

Shows the draught value that is currently used by the system.This field is for information only.

10.5 Hawser tension sensors

To compensate for the tension forces in the hawser during bow-loading operations, measurements of the tension forces onthe chain stopper are required.

The Hawser page of the Sensors dialog box allows you to enablethe hawser tension sensors or to enter manual values.

10.5.1 Sensors dialog box - Hawser page

To select the source of hawser information, either:To display the Hawser page, either:

• Select Sensors→Hawser,

or

• Press one of the GYRO, WIND, or VRS buttons on the operator panel, depending on which is available in the system installed,and then click the Hawser page tab.

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Sensors

10.6 STL sensors

The Stl page of the Sensors dialog box allows you to enable theSTL vertical tension sensors. The dialog box is only included for verification of sensor data. No operation is normally needed.

The selected value is used in the connection phase (Connect mode) to verify proper pull-in of the STL buoy.

10.6.1 Sensors dialog box - Stl page

To check the measured tension, either:

• Select Sensors→Stl

or

• Press one of the GYRO, WIND or VRS buttons on the operator panel depending on which is available in the system installed.

The Sensors dialog box is displayed. If necessary, click the Stl

tab to display the Stl page.

None

hen this option button is selected, STL tension is not selected.

Measured

If you want to use sensor readings, click this option button. TheForce text box shows the value of the STL tension used. Measured

is by default selected for STL buoys, otherwise None is selected.

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11 POSITION INFORMATIONThis chapter contains the following sections:

11.1 Handling position information .................................18411.2 Position Presentation dialog box..............................18611.3 Datum Details dialog box ........................................18911.4 Local N/E Properties dialog box..............................19011.5 UTM Properties dialog box .....................................19111.6 State plane zone .......................................................19311.7 Methods for enabling position-reference

systems.....................................................................19311.8 Panel buttons............................................................19311.9 Reference System Settings dialog box.....................194

11.10 Reference System Properties dialog box .................19711.11 GPS Relative Settings dialog box ............................20011.12 Coordinate systems ..................................................20111.13 Tests on position measurements...............................20311.14 Procedures for enabling position-reference

systems.....................................................................20911.15 Changing the reference origin..................................21011.16 Position dropout .......................................................211

11.1 Handling position information

Two dialog boxes are used to set up the required conditionsfor handling and conversion of position information from the

position-reference systems and to and from the display (seeFigure 48):

• The Position Presentation dialog box can be used to selectthe datum and coordinate system for display of positioninformation. See Position Presentation dialog box on

page 186.

• The Reference System Properties dialog box can be used to provide information about the input position data from eachreference system. See Reference System Properties dialog boxon page 197. The following characteristics can be specified:

– Input datum.

– Offset of antenna or sensor head from the vessel’s Midships position.

– Update period and accuracy.

Certain position-reference systems provide a UTM positionwithout the required format information which must then beentered by the operator. See UTM Properties on page 199.

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Position information

Figure 48 Dialog boxes for handling position information

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11.2 Position Presentation dialog box

The Position Presentation dialog box allows you to select thedisplay format for positions.

To display this dialog box, select View→Position Presentation.

This dialog box changes appearance according to the selectedCo-ordinate system.

Datum

The available datums can be selected from the drop-down list.

If Local-datum is selected, the Details button must be clicked todefine all the required transformation parameters.

Details

Click this button to call up a dialog box which deals withdefinition of datum transformation parameters. See Datum

Details dialog box on page 189.Co-ordinate system

Select the coordinate system to be used for displaying positioninformation.

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Local N/E

Displays positions in a local north/east coordinate system. The positions are presented as North/East coordinates relative to thelocal origin point. If you select this option you can (if configured)select between a system selected or operator-specified position of origin (see Local N/E Properties dialog box on page 190).

The length unit to be used is specified by the Length Unit option.

UTM

Displays positions in the Universal Transverse Mercator projection. Positions are represented by north and east distanceand UTM Zone (with compensation for false northing andfalse easting if appropriate; see UTM Properties dialog box on

page 191). If you select this option, you must also select thedatum that is to be used for the conversion from the internalcoordinate system to these coordinates.


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Geographic

Displays positions in a global geographic coordinate system.

Positions are presented as latitude and longitude in the formatspecified by the Format option. If you select this option, youmust also select the datum that is to be used for the conversionfrom the internal coordinate representation to these coordinates.

US State Plane

Displays positions in the US State Plane coordinate system.Positions are represented by north and east distance to the originof the State Plane Zone (see State plane zone on page 193). If you select this option you must also select the datum that is to be

used for the conversion from the internal coordinate system tothese coordinates, typically NAD-27 or NAD-83.


Length Unit

The Length Unit part of the dialog box changes according to thecoordinate system selected. For Local N/E, UTM and US State

Plane presentations, the system allows you to select the lengthunit to be used. For Geographic presentation, the system allowsyou to select the display format for latitude and longitude.

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The most appropriate display presentation for position

information depends on the operational situation. For example,if you are using only a local position-reference system such asHPR, then you will normally use a Local N/E presentation.

If UTM, Geographic or US State Plane presentation is selectedfor position coordinates, a presentation datum for the displayed

positions must be selected because a global position must berelated to a specific datum if it is to be unambiguous.

Position-presentation in global coordinates may be inaccuratewhen a local position-reference system is providing the referenceorigin.

11.3 Datum Details dialog box

A datum describes the earth as an ellipsoid using two parameters:Semimajor Axis and Flattening.

The Datum Details dialog box contains the Semimajor Axis andFlattening values and datum transformation parameters for conversion from WGS84 to the selected datum.

To display this dialog box, click the Details button on thePosition Presentation dialog box.

For Local-datum all fields are editable, and you must defineall the required transformation parameters (see also ReferenceSystem Properties dialog box on page 197).

Translation

The required translation from WGS84 to the selected datum.

Rotation

The required rotation from WGS84 to the selected datum.

ScaleThe required scaling from WGS84 to the selected datum.

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Semimajor Axis

The semi major axis of the earth ellipsoid for the selected datum.

Flattening

The inverse flattening of the earth ellipsoid for the selecteddatum.

11.4 Local N/E Properties dialog box

To display the Local N/E Properties dialog box, ensure that theCo-ordinate system - Local N/E option button on the Position

Presentation dialog box is selected and then click the Local N/E

Properties button.

Use Reference System Origin

Allows you to select between a system selected or operator-specified position of origin.

When this check box is selected, the position data of the referenceorigin (see The reference origin on page 202) is subtracted fromthe position information received by the system.

Datum and Position of Origin are unavailable when the check box is selected.

Leave the check box cleared if you want to use anoperator-specified position of origin.

Datum

Select the required datum for position of origin (on this dialog box only).

Position of Origin

Enter coordinates of the position of origin.

Select the format of the position of origin (in this dialog boxonly), Geographic, UTM or US State Plane.

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An operator-specified position of origin cannot differ from the

actual position by more than 20 km. If you try to enter a positionof origin that is too far from the actual position, a message box isdisplayed informing you about the error.

11.5 UTM Properties dialog box

To display the UTM Properties dialog box, ensure that theCo-ordinate system - UTM option button on the Position

Presentation dialog box is selected and then click the UTM

Properties button.

False Easting

When UTM presentation is selected, to avoid the presentationof negative coordinates, you can specify that a fixed offset of 500 000 m is to be added to the east/west component of a UTM

position before it is displayed.

False Northing

When UTM presentation is selected, you can specify that afixed offset of 10 000 000 m is to be added to the north/south

component of a UTM position before it is displayed (10 000 000m is the approximate distance from the Equator to the North Polein a UTM grid). This avoids the display of negative coordinatesfor positions in the southern hemisphere. False Northing isnormally only applicable on the southern hemisphere.

Zone options

Automatic zone calculation

Select this box to have the UTM zone calculated automaticallyfrom the geodetic position measurements.

Zone

The required system UTM zone (not available if the UTM zoneis calculated automatically).

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Zone offset

Allows you to apply a fixed offset to the received longitude

degrees when calculating the UTM zone of a position. You canoffset the system UTM zone up to ±3°.


The Universal Transverse Mercator (UTM) is a cylindrical projection with the axis of the cylinder passing through the centreof the earth. The earth sphere is divided in 60 zones as describedin Figure 49.

Figure 49 Utm zones

CD 9

28

29

3

32

33

27

6

5

24

34

GreenwichMeridian 0°

3

Each zone is 6 degrees wide. In each zone, the Central Meridiandivides the zone in two equal halves. Because UTM is a grid

system, there is a difference in direction between Grid Northand True North. This difference is zero on the Central Meridianand increases across the zone.

Within each zone Eastings and Northings (in metres) increase inthe eastward and northward direction, with zero values on theCentral Meridian and on the equator, respectively.

For UTM presentation, the system allows you to specify a fixedoffset by selecting false easting and/or false northing.

10 000 000 m is the appoximate distance from the Equator tothe North Pole in a UTM grid.

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Without false northing, UTM positions in the southernhemisphere are presented with zero at the Equator and

approximately -10 000 000 m at the South Pole. With falsenorthing, UTM positions in the southern hemisphere are

presented with 10 000 000 m at the Equator and approximatelyzero at the South Pole.

11.6 State plane zone

If US State Plane is selected as the Co-ordinate system on thePosition Presentation dialog box, the State Plane Zone drop-downlist allows you to select the relevant state plane zone to be used.

SPCS27 and SPCS83 are defined for NAD27 and NAD83respectively. The proper datum should therefore also be set, i.e.select NAD27 as datum when using SPCS27 and select NAD83when using SPCS83.

11.7 Methods for enabling position-referencesystems

The K-Pos DP system provides the following methods for enabling and disabling position-reference systems:

• Panel buttons

• Reference System Settings dialog box

For information about all the options available from this dialog box, see Reference System Settings dialog box on page 194.

11.8 Panel buttons

The SENSORS button group contains buttons which enable or disable each of the available position-reference systems. Each

button has a status lamp which shows the status of the referencesystem:

• Off — Disabled

• Flashing — Enabled and calibrating, enabled and calibrated but rejected by the DP, or not providing data

• On — Enabled and accepted (acceptable positionmeasurements are being received)

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11.9 Reference System Settings dialog box

To display the Reference System Settings dialog box, selectSensors→Reference System Settings.

Position Properties

Select the required Datum for position presentation to be usedon this dialog box.

Select the format of the position of origin, either Geographic,

UTM or US State Plane.

Weight

You can change the position-reference systems relative weight.

Normal

Provides standard relative weight between the enabled position-reference systems, i.e. all systems with equal estimatedvariance have equal weights.

Reduced GPS

Reduces the influence from the measured GPS positions relative

to measurements from other position-reference systems.

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Reduced GPS weight is especially important if you have anoscillating GPS system, as often will be the case in equatorial

waters due to ionospheric degradation of GPS. In this way a position-reference system with slow update rate, such as an LBLsystem, will have greater influence on the model than a GPSsystem with faster update rate.

Example showing typical relative weights when using 2 GPSsand 1 LBL with similar accuracy levels:

GPS-1 GPS-2 HPR

Normal 0.33 0.33 0.33

Reduced GPS 0.10 0.10 0.80

The relative weights used are shown on the Refsys view (see Refsys view on page 353).

Acceptance Limits

The acceptance limit for the Prediction Test (see Prediction test on page 204) and indirectly also the Median Test can be changed.

Narrow

Narrow limit. Corresponds to a Minimum Prediction Error circlewith a small radius. The radius may still increase due to increasednoise in the position-reference system. Narrow is recommendedwhen operating in calm weather and with requirements for

accurate station-keeping. If all available (or the dominating) position reference exhibit an erroneous drift in position, thesystem(s) will also be rejected at an early stage before the vesselis significantly affected by the wrong measurements.

Normal

Medium limit. The same Minimum Prediction Error limit as for Narrow is used. There is an additional feedback mechanismwhere the actual deviation from the model is used to increasethe Prediction Error limit up to a maximum of 2 to 3 timesthe smallest radius. Normal should be applied in situationswhere there is a chance that the DP model does not follow theactual movement of the vessel. This is especially relevant whenoperating in rough sea. It is also applicable for a vessel operatingwith another vessel alongside. A negative side-effect of thissetting is that the DP system will, to a larger extent than withthe Narrow setting, tend to follow drifting position-referencesystems.

Wide

Wide limit. A Minimum Prediction Error circle with an increasedradius compared to the other two settings is used. The samefeedback mechanism as for Normal is used, and the maximum

value of the Prediction Error is also increased. Wide is suitable,for example, for sailing in Mixed/Joystick mode at high speed.

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System Origin

The operator may choose to fix the reference origin of one

or more reference systems. A reference system with a fixedreference origin will not be calibrated towards the model. Fixedreference origins can be specified by typing in the coordinatesand selecting Fix. This is useful when the reference origin isknown, for example the position of an HPR or LBL transponder relative to a BOP or an Artemis Fix antenna.

11.10 Reference System Properties dialog boxThe Reference System Properties dialog box allows you tochange the characteristics, update period and accuracy of a

position-reference system.However, the characteristics of the position-reference system canonly be defined when it is not enabled for use or monitoring,whereas the update period and accuracy can be specified while inoperation.

To display this dialog box, select Sensors→Reference System

Properties.

Reference system

Select the name of the reference system from the list box. If youhave changed the properties of a reference system, and thenselected another system from the list, a dialog box is displayedasking if you want to save the changes.

Datum

For a global reference system, the datum in which the positionmeasurements are received. If this datum is different from theselected system datum (WGS84), conversion to the system datumwill be performed.

If position information from a global reference system is basedon a predefined datum other than those present in the Datum

drop down list, you can select Local-datum from this drop-downlist. You must then use the Position Presentation dialog box

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and Datum Details dialog box (see Position Presentation dialog box on page 186 and Datum Details dialog box on page 189,

respectively) to define the required transformation parameters.CG Offset

Allows you to specify the offset (Ahead, Stbd and Down) fromthe antenna or sensor head on the vessel to the vessel’s center of gravity (Midships). The received position information is thenadjusted for this offset.

Note

Some position-reference systems have internal adjustments toCG. For these systems, the received position information should not be adjusted by the K-Pos DP system.

Expected values

Allows you to specify an Update Period and an Accuracy for theselected position-reference system. The Update Period is mostlyused for HPR systems. To avoid unnecessary time-out warnings,you can extend the Update Period and thus the time before awarning is issued. The Accuracy value is used for calibration

purposes and when testing the accuracy of the position-referencesystem. If calibration fails, increase the value to ease calibrationof a position-reference system. Note that the higher the valueentered in the Accuracy text box, the wider the limits for the tests

on position-reference systems.

Details

Clicking this button opens up an extension of the Reference

System Properties dialog box (see Position Presentation dialog box on page 186). This expansion allows you to set up a qualityfilter, defined as a general satellite navigation system filter for

both GPS, GLONASS and GNSS reference systems.

The Details button is only present in the Reference System

Properties dialog box when one of the above satellite navigationreference systems has been selected in the list box.


The Reference System Properties dialog box can be used to definethe input conversion that is required for each position-referencesystem:

• For global reference systems, you must specify the datum thatis used by that system so that the position information can beconverted to the selected system datum.

• For global reference systems on UTM format (for exampleKonmap), you must specify whether the position information

is received with false northing and/or false easting so thatthese can be removed. The UTM zone must also be specified.

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• For all reference systems, you can specify the offset from theantenna or sensor head on the vessel to the vessel’s Midships

position, so that the position information can be adjusted for this offset.

11.10.2 UTM Properties

Certain position-reference systems provide a UTM positionwithout the required format information which must then beentered by the operator.

All UTM positions are assumed to be in the format (zone, falseeasting and false northing) specified by the operator.

If a global position-reference system on UTM format (for

example KonMap) is selected in the Reference system drop-downlist in the Reference system Properties dialog box, the Details

button is replaced with the UTM Properties group box.

UTM Properties

Zone

Type in a number, or click the up- or down arrow to enter thecorrect UTM zone.

False Easting

Select this check box if the position-reference system provides position measurements which include false easting.

False Northing

Select this check box if the position-reference system provides position measurements which include false northing.

11.10.3 Quality Filter Actions

With a satellite navigation system selected, and the Details buttonin the Reference system Properties dialog box clicked to showthe quality filter, a number of filter parameters can be specifiedspecifically for the selected system. For each filter parameter, aQuality Filter Action, which can be either None, Warning (data

used, warning given) or Alarm (data rejected, alarm given), can be specified.

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No differential correction

Allows you to select a filter action if no differential data isavailable/received. This is considered to be an important

parameter, and a warning or an alarm must always be given. It istherefore not possible to select None as an action.

Min number of satellites (≥3)

Allows you to type in the minimum number of satellites inthe corresponding text box and to select filter action. Thenumber of satellites you enter must be larger than or equal tothe preconfigured number displayed on the dialog box (3 in theexample shown).

Max. HDOP (1.0-10.0)

Allows you to type in a maximum value for the HDOP(Horizontal Dilution Of Precision) in the text box and to select

filter action. The HDOP is a figure of merit for the quality of thederived position and clock bias estimates. This figure is based onthe geometry of the satellite constellation. The more spread outthe satellite positions are, the lower the HDOP becomes. Lowfigures result in low position and clock bias errors.

Time freeze detection

Allows you to select a filter action for the UTC (Universal TimeCoordinated, i.e. common standard time) freeze detect function.This quality filter function only applies when receiving telegramscontaining clock data.

11.11 GPS Relative Settings dialog box

When the vessel is equipped with two GPS reference systemswith DARPS functionality for positioning relative to an FSUor loading bouy, you can select the UHF and TDMA link configuration to be used for each of the DARPS systems.

Select OffLoad→GPS Relative Settings. The GPS Relative Settings

dialog box is displayed.

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Click the option button of the required UHF Link for each of

the GPS REL 1 and GPS REL 2. GPS REL 1 normally usesconfiguration 1 and GPS REL 2 normally uses configuration 2.

Note

When two beacons are available, the same beacon cannot beused by both systems simultaneously.

11.12 Coordinate systems

11.12.1 Global and local position-referencesystems

Position information from position-reference systems may bereceived by the K-Pos DP system in many different forms:

• Global position-reference systems such as GPS provide position information as Latitude and Longitude in a geodeticcoordinate system. The applicable datum must be known (for example: WGS84, ED87).

• Some global position-reference systems provide positionsin the UTM projection (a flat surface projection, defined bya UTM zone and north and east distances from the 0-pointof this zone - see UTM Properties dialog box on page 191).The applicable datum must be known (for example: WGS84,ED87).

• Local position-reference systems such as HPR provide positions in local Cartesian coordinates (defined bytwo-dimensional measurement of the north/south (X) andeast/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 usingWGS84 as a “system datum”.

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11.12.2 System datum

The controller always uses an internal geographic coordinate

system, with a specified system datum, WGS84.

• All position information from global reference systems whichuse a different datum are converted internally to WGS 84. (Toselect the datum to be used for display of position information,see Position Presentation dialog box on page 186.)

• Position information in UTM format is converted togeographic coordinates.

11.12.3 The reference origin

Each position-reference system provides position measurementsrelative to a known reference point specific for that referencesystem.

The reference point of the first position-reference system selectedand accepted for use with the system, becomes the referenceorigin (the origin in the internal coordinate system). Positioninformation from any other reference systems is then calibratedaccording to this coordinate system.

This coordinate system remains as the reference origin untilall 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 referenceorigin does not mean that the K-Pos DP 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 appropriateto your operational requirements.

The position of the reference origin is indicated on the Posplotview (if within the range of the view). The reference systemdefining the reference origin is marked with an asterisk on the

Refsys view.Note

Recalibrating the origin reference system will give newcoordinates for the reference origin system (can vary from

zero) unless the reference system/transponder is set to be fi xed (see System Origin in Reference System Settings dialog box on

page 194 ).

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11.13 Tests on position measurementsThe K-Pos DP system performs a series of tests on each

position-reference system to check that their positionmeasurements are accurate enough for use. The following onlinetests are performed:

• A Freeze test rejects repeated measurements. If the variationin the measured position is less than a system set limit over agiven period of time, the position-reference system is rejected.

• A Variance test monitors the measurement variance andcompares the variance value with a calculated limit.

• A Prediction test detects sudden jumps or large systematicdeviations in the measured position. The limit for the

prediction test is a function of the estimated position in theVessel Model and the actual measurement accuracy.

• A Divergence test gives a warning of systematic deviationsand/or slow-drift (before the system is rejected by the

prediction test).

• A Median test detects position measurements that differ from the median position value with more than a predefinedlimit. The test is mainly designed to detect slowly drifting

position-reference systems.

If the results of the prediction, median and variance tests suggest

that the position measurements from a particular reference systemare not accurate, then that system’s measurements are not used.

The characteristics of the active position-reference systems areshown on the Refsys view (see Refsys view on page 353).

11.13.1 Standard deviation of positionmeasurements

For all position-reference systems, circles are placed around arepresentative sample of position measurements. The size of thecircles relates to the spread, in metres, of the samples of positionmeasurements. The radii of the circles correspond to the standarddeviation of the measurements of each position-reference system.The standard deviations are also trended on the Refsys view (see

Refsys view on page 353).

11.13.2 Freeze test

If a position-reference system has an internal error causing thesame measurements to be continuously sent to the Vessel Model,the system could, if no precautions were taken, mistake the datafor good and stable measurements.

The freeze test rejects repeated measurements. The K-Pos DP

system treats repeated reports of the same position from one position-reference system with caution. The position-reference

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system is monitored and its input rejected if the variation inits position measurements is less than a predefined limit over a

given time period. The following alarm message is displayed inthe Event List window:

Reference position frozen

You should disable the frozen position-reference system.

Note

By con fi guration, the freeze test is disabled for some position-reference systems (usually GPS/Artemis) due to theresolution in the data from these position-reference systems.

11.13.3 Variance, weight and the Variancetest

The K-Pos DP system calculates a variance for each of the position-reference systems in use.

The system assigns different weightings to each position-referencesystem, based on its calculated variance. In this way, the systemis able to place more emphasis on the position-reference systemsthat are providing the best measurements. The higher thesystem’s variance, the lower its weighting factor.

The following Warning Message is displayed in the Event Listwindow if the variance of a position-reference system exceedsa system-set limit:

Reference high noise

The position-reference system is not rejected in this event, but theK-Pos DP system places little emphasis on the position-referencesystem in question.

The variance test detects if the variance in the measured valuesexceeds the reject limit. The variance reject limit is based onthe expected variance of the position-reference system. The

following Warning Message is displayed in the Event Listwindow when a position-reference system is rejected due to toohigh variance:

Reference high variance

You should disable the position-reference system if the event of high variance is recurring. No corrective actions are necessary if the problem is intermittent only.

11.13.4 Prediction test

The prediction test detects sudden jumps in the measured

position, and immediately rejects those that lie outside the limits,see Figure 50 on page 205. The test will also reject data that

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drift away from the Vessel Model’s predictions. The limit for thePrediction test is a function of the actual measurement accuracy

(calculated variance).

Figure 50 Prediction test

POSITION N/E

TIME

Rejected measurement

Rejection limit

Model prediction

Measurement

Rejection limit

(CD3293)

If the Prediction test limits are exceeded, the following WarningMessage is displayed in the Event List window:

Reference Prediction Error

When this Warning Message is displayed, you should verify thatthe correct position-reference system is rejected. You can thendisable the position-reference system that causes the predictionerror.

The prediction error limit of the most accurate position-referencesystem at any time, called the Minimum Prediction Error Limit,is displayed on the Refsys view.

Irrespective of the accuracy of a position-reference system, the prediction error limit is usually not set to less than 4 m. This isdone to avoid rejecting accurate position-reference systems.

11.13.5 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 istaken as 70 % of the prediction error limit.

The purpose of the test is to give an early indication of systematicerrors before the position-reference system is rejected by the

prediction test. This test only warns the operator, and does notautomatically reject data. The following Warning Message is

displayed in the Event List window:Reference high offset

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When this Warning Message is displayed, you should examinewhich position-reference system is drifting using the Refsys

view (see Refsys view on page 353). Recalibrate or disable the position-reference system that causes the high offset warning.

11.13.6 Median test

The median test can be performed when three or more position-reference systems are in use. The median position iscomputed from the filtered measurements that are independent of the Vessel Model.

The Median test is primarily intended to reject slowly drifting position-reference systems. Unlike the prediction test, the

median test is independent of the K-Pos DP model. This impliesthat a position-reference system can be rejected even though itsmeasurements do not deviate from the Vessel Model, as can bethe case with slowly drifting position-reference systems.

Figure 51 Median test

POSITIONNORTH

NorthMedianline

Measurementfrom system B

Measurementfrom system C

Measurementfrom system A

Reject limitaround total

median line

(CD2971)

POSITIONEAST

When the Median test is active, a blue circle with radius equal tothe Median Test Limit and with center at the median value of all

positions given by the position-reference systems, is displayedon the Refsys view. The Median Test Limit is taken as 80 % of the Minimum Prediction Error Limit.

The operator may choose to reject an inaccurate position-referencesystem, or to only have a warning displayed.

The following Warning Message is displayed in the Event Listwindow when a position-reference system is rejected:

Reference median rejected

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When this Warning Message is displayed, you should verifythat the correct position-reference system is rejected. The

position-reference system that is verified to be in error must bedisabled. If the reference system is not disabled, this may leadto rejection of a potentially more accurate reference system bythe Prediction test.

If measurements from more than one position-reference systemare outside the Median Test Limit, only the system with thelongest distance to the Median position is rejected. This systemwill take part in the Median testing in the next sample (unlessit 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 inthe Median position, as illustrated in Figure 52.

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Figure 52 Disabling a drifting position-reference system causesthe Median position to change

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11.14 Procedures for enabling position-referencesystems

The reference point of the first position-reference system selectedand accepted for use with the system, becomes the referenceorigin. Position information from any other reference systems isthen calibrated according to this system.

11.14.1 Enabling the firstposition-reference system

Before enabling the first position-reference system, ensure thatthe vessel speed is as low as possible.

If the system has been in Joystick mode for more than a fewminutes without an enabled position-reference system, first goto Standby mode and then back to Joystick mode to reset theVessel Model.

1 Ensure that the required gyrocompasses are enabled.

2 Ensure that the required position-reference system is activeand available.

3 Enable the position-reference system.

• An initial calibration of the position-reference systemis performed.

• The status lamp for the selected position-reference systemwill flash during the calibration process.

4 Check that the status lamp of the selected position-referencesystem button becomes steadily lit to indicate that acceptable

position measurements are being received.

5 Check that the following information message is displayedin the Event List window:

Reference origin <system><vessel pos. north><vessel pos. east>

• The origin of this position-reference system is now usedas the reference origin.

6 Allow the Vessel Model to stabilise before enabling anyadditional position-reference systems.

11.14.2 Enabling other position-referencesystems

The other position-reference systems that are enabled can be in amonitoring state. This is indicated on the Refsys view, here youwill see the status for these systems as Mon Online in the Refsysview. To change the status from monitoring to enabled for other reference systems:

1 Enable the other position-reference systems by clicking onthe Enable check-box for the system you want to use.

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• The position measurements from the selected position-reference systems are calibrated against the

reference origin.• The button status lamps for the selected position-reference

systems will flash during the calibration process (up to20 seconds).

2 Check that the status lamps of the selected position-referencesystems become steadily lit, or that the status shows Online

in the Refsys view, indicating that acceptable positionmeasurements are being received and that the calibration

process was successful. The following information messageshould be displayed in the Event List window for eachsystem:

Calibration OK <system><vessel pos. north><vessel pos. east>

3 If the variation in the position measurements from a selected position-reference system is too high during the calibration process, the status lamp will continue flashing and thefollowing Warning Message will be displayed in the EventList window:

Calibration error <system><limit><variance

• This may be due to an error in the position-referencesystem or higher noise than the value specified as

expected Accuracy on the Reference System Propertiesdialog box. See Reference System Properties dialog boxon page 197 for how to change the value. The system willcontinue trying to calibrate the system until it is disabled.

Continuous measurements of the vessel’s position are essentialfor dynamic positioning. Several different position-referencesystems are normally used.

11.15 Changing the reference origin

Each position-reference system provides position measurementsrelative to a known reference point specific for that referencesystem.

The reference point of the first position-reference system selectedand accepted for use with the system, becomes the referenceorigin (the origin in the internal coordinate system). Positioninformation from any other reference systems is then calibratedaccording to this coordinate system.

The reference origin selected should be the one most appropriateto your operational requirements.

To change the reference origin:1 Disable all position-reference systems.

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• The following alarm message is displayed:

No reference system enabled

2 Wait until the status message Of fline (in red) is shown in theRefsys view for all disabled position-reference systems.

3 Enable the position-reference system that is to provide thereference origin.

4 Allow the Vessel Model to stabilise.

5 Enable additional position-reference systems if required.

11.16 Position dropoutIf the vessel position is under automatic control and all

position-reference input is lost or rejected, the following alarmmessage is displayed:

All reference systems rejected

After 20 seconds without reference input, the following alarm isgiven:

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 automaticallyto the current estimated vessel position.

The status lamps of all previously enabled position-referencesystems will be flashing as the system tries to recalibrate.

You can remain in Position dropout, but the following pointsmust be noted:

• The displayed vessel position is the estimated position fromthe Vessel Model. After a few minutes, the vessel may beginto pick up speed in one direction, without this being reflectedon the display.

• A calibration of the lost position-reference systems may occur at any time. This will normally have no immediate effecton the vessel’s movement, but if the calibrated system isunreliable or drifting, the vessel may begin to move. In thisevent, you must examine the Posplot view for any jumps inthe displayed vessel position.

The recommended action in Position dropout (if operationalcircumstances allow) is:

1 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, returnto the required operational mode.

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2 When at least one reliable position-reference system issuccessfully calibrated, return to the required operational

mode.

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Main modes and operating procedures

12 MAIN MODES AND OPERATINGPROCEDURES

This chapter contains the following sections:

12.1 Standby mode...........................................................21312.2 Joystick mode...........................................................21412.3 Auto Position mode..................................................22012.4 Approach mode........................................................22112.5 Weather Vane mode .................................................22212.6 Connect mode ..........................................................22312.7 Loading mode ..........................................................224

12.1 Standby modeThe Standby mode is a waiting and reset mode in which thesystem is in a high state of readiness, but in which no vesselcontrol commands can be made. It is the default mode when thesystem is first switched on. In Standby mode you can preparethe system for operation.

From this mode, you can take the system to Joystick mode (see Joystick mode on page 214) or start the built-in trainer (seeUsing the trainer on page 305) or simulator (refer to the separateSimulator Operator Manual ).

NoteWhen in Standby mode, ignore any displayed positioninformation.

In this mode you may also:

• Calibrate the joystick (see Calibrating the joystick on page 114).

• Select the required buoy (see Buoy Select dialog box on page 237

• Enable the required gyrocompasses (see Gyrocompasses on page 167).

• Enable the required wind sensors (see Wind sensors on page 172).

• Enable the required VRSs (see Vertical reference sensors(VRS) on page 177).

• Enable the required hawser sensors (see Hawser tension sensors on page 181

• Enable the required draught sensors (see Draught sensors on page 179).

• Enable the required thrusters, propellers and rudders (see Enabling thrusters on page 254).

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12.2.3 Position and heading information

It is not essential to enable either position-reference systems or

gyrocompasses when operating in Joystick mode. However, theestimated position, heading and speed provided by the VesselModel are meaningless if they have not been adjusted accordingto measured information.

Note

If you do not enable any position-reference systems or gyrocompasses, you must ignore any displayed position, heading or speed information.

12.2.4 Joystick electrical failure

Electrical failures affecting the joystick, such as an open loop or a short circuit, are detected by the system. If the voltage read

by the panel controller is outside predefined limits, the joystick value for the actual axis is set to zero (it is no longer possible tocontrol the vessel in this axis using the joystick), and an alarmmessage is reported:

Joystick electrical failure <surge/sway/yaw>

12.2.5 Mixed joystick/auto modes

While remaining in Joystick mode, and provided the requiredgyrocompasses and/or position-reference systems are enabled,you can select either one or two of the surge, sway and yaw axesfor automatic control:

• Press the YAW button for automatic heading control with joystick control of the surge and sway axes (see Joystick modewith automatic heading control on page 217).

• Press the SURGE and SWAY buttons for automatic positioncontrol with joystick heading control (see Joystick modewith automatic position control in both surge and sway on

page 217).

• Press the YAW and SURGE buttons for automatic headingcontrol, automatic stabilisation in the surge axis, and joystick control of the sway axis (see Joystick mode with automatic

stabilisation on page 218).

• Press the YAW and SWAY buttons for automatic headingcontrol, automatic stabilisation in the sway axis, and joystick control of the surge axis (see Joystick mode with automatic

stabilisation on page 218).

If you select all three axes for automatic control, the system

automatically enters the Auto Position mode (see Auto Positionmode on page 220).

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12.2.6 Joystick mode with automaticheading control

In Joystick mode, and with an active gyrocompass, you can selectautomatic heading control.

The current vessel heading becomes the heading setpoint.Thruster control to maintain this heading is providedautomatically by the K-Pos DP system.

Refer also to the following sections:

• Gain level selection on page 110

• Changing the heading setpoint on page 232

• Alarm Limits dialog box on page 107

• Rate Of Turn page on page 235

1 2 . 2 . 6 . 1 S e l e c t i n g a u t o m a t i c h e a d i n g c o n t r o l

To select automatic heading control while in Joystick mode:

1 Check that none of the status lamps for the SURGE, SWAY

or YAW buttons are lit.

2 Ensure that the required gyrocompasses are enabled (seeGyrocompasses on page 167).

3 Press the YAW button twice.

• The YAW button status lamp becomes lit.• The current vessel heading becomes the heading setpoint,

and the system automatically maintains this heading.

• The deviation between the estimated heading and theheading setpoint is shown on the Deviation view (see

Deviation view on page 311) and the General view (seeGeneral view on page 317).

1 2 . 2 . 6 . 2 R e t u r n i n g t o j o y s t i c k h e a d i n g c o n t r o l

To return to joystick heading control:

1 Press the YAW button twice.• The YAW button status lamp becomes unlit.

2 Control the vessel’s heading manually using the joystick.

12.2.7 Joystick mode with automaticposition control in both surge and sway

In Joystick mode, with an active gyrocompass and with an active position-reference system, you can select automatic positioncontrol in both the surge and sway axes. (Selection of only oneof the surge and sway axes for automatic control is normally

combined with automatic heading (yaw) control, and is describedin Joystick mode with automatic stabilisation on page 218.)

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Unless there is a specific operational requirement for joystick yaw control, it is better to use the full Auto Position mode when

changing position in order to allow the system to maintain aconstant heading during the manoeuvre.



• Changing the position setpoint on page 227


1 2 . 2 . 7 . 1 S e l e c t i n g a u t o m a t i c p o s i t i o n c o n t r o l

To select automatic position control while in Joystick mode:

1 Check that none of the status lamps for the SURGE, SWAYor YAW buttons are lit.


3 Ensure that at least one position-reference system is activeand enabled (see Methods for enabling position-reference

systems on page 193).

4 Press the SURGE and SWAY buttons twice.

• The SURGE and SWAY button status lamps become lit.

• 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 Deviation view (see Deviation view on page 311) and the General view (seeGeneral view on page 317).

1 2 . 2 . 7 . 2 R e t u r n i n g t o j o y s t i c k p o s i t i o n c o n t r o l

To return to joystick position control:

1 Press the SURGE and SWAY buttons twice.

• The SURGE and SWAY button status lamps become unlit.

2 Control the vessel’s position manually using the joystick.

12.2.8 Joystick mode with automaticstabilisation

In Joystick mode, with an active gyrocompass and with an active position-reference system, you can select automatic stabilisation.This means that either:

• The yaw and surge axes are under automatic control while the

sway axis remains under joystick controlor

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• The yaw and sway axes are under automatic control while thesurge axis remains under joystick control.





• Speed Setpoint dialog box on page 230

• Rate Of Turn page on page 235

1 2 . 2 . 8 . 1 S e l e c t i n g a u t o m a t i c s t a b i l i s a t i o n

To select automatic stabilisation while in Joystick mode:1 Check that none of the status lamps for the SURGE, SWAY

or YAW buttons are lit.


3 Ensure that at least one position-reference system is activeand enabled (see Methods for enabling position-reference

systems on page 193).


• The YAW

button status lamp becomes lit.• The current vessel heading becomes the heading setpoint

and the system automatically keeps the vessel on thisheading.

5 Press either SURGE or SWAY twice.

• The corresponding button status lamp becomes lit.

• The current vessel position in the selected axis becomesthe position setpoint in that axis and the systemautomatically keeps the vessel at this position.

6 Control the vessel movement in the unselected axis manuallyusing the joystick.

1 2 . 2 . 8 . 2 R e t u r n i n g t o j o y s t i c k c o n t r o l

To return to joystick control in all axes:


• The YAW button status lamp becomes unlit.

2 Press either SURGE or SWAY twice (whichever is lit).

• The corresponding button status lamp becomes unlit.

3 Control the vessel’s heading and position manually usingthe joystick.

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12.3 Auto Position mode

In Auto Position mode, the system automatically maintains theheading and position of the vessel. This mode requires at leastone active gyrocompass and at least one active position-referencesystem. The actual number of active sensors required depends onthe DP Class requirements for the operation to be performed.



• Thruster Allocation dialog box on page 256

• Changing the position setpoint on page 227



• Quick model update on page 112

• DP online consequence analysis on page 308

12.3.1 From Joystick mode to Auto Positionmode

To take the system from Joystick mode to Auto Position mode:

1 Ensure that at least one gyrocompass is active and enabled

(see Sensors dialog box - Gyro page on page 167).2 Ensure that at least one position-reference system is active

and enabled (see Methods for enabling position-reference systems on page 193).

3 Ensure that either High Precision or Relaxed (if configured)is set as the selected Controller Mode in the Gain dialog box.

4 Hold the vessel as stationary as possible using the joystick.

5 Press the AUTO POSITION button twice.

• The status lamps for the AUTO POSITION, SURGE,SWAY

and YAW

buttons become lit.• The setpoints for heading and position are set to the

present estimated vessel heading and position.

• The deviation between the estimated heading and position and the corresponding setpoint are shown on theDeviation view (see Deviation view on page 311) and theGeneral view (see General view on page 317).

Alternatively, the system can be taken from Joystick modevia Joystick mode with automatic heading control (see

Joystick mode with automatic heading control on page 217)

before entering Auto Position mode.If Green controller mode is desired, continue as follows:

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6 Allow the vessel to stabilise in Auto Position mode for about 15 minutes to attain optimal performance in the Green

controller mode.7 Select Green controller mode with the required area set in

the Gain dialog box (see Gain level selection on page 110)and apply.

• The defined area is displayed on the Posplot view. Theinner and outer areas are indicated with dashed circleswith green shading on the inner area.

• The background of Auto Position in the status bar isshaded green.

• The Gain symbol in the status bar is changed to a green

shaded box indicating that Green controller mode isactive.

Note

No change in position or heading should be attempted during the first five minutes after entering the Auto Position mode in order

to allow the Vessel Model to stabilise. For critical DP operationsor during dif ficult weather/current conditions, this initial time

period should be extended to at least 15 minutes.

12.4 Approach modeWhen the vessel is at an appropriate position relative to theloading buoy, and within the predefined maximum distance fromthe buoy, you can select Approach mode.

1 Press the APPROACH button twice.

• The APPROACH, SURGE, SWAY and YAW status lamps become lit.

• The vessel position and heading are controlled using theweather vane principle (see Weather vaning on page 62).

The Posplot view on page 334 and the WVane view on page 391can be used to monitor the movement of the vessel.


• Setpoint radius on page 241

• Speed Setpoint dialog box on page 230


Note

Set the controller gain to an appropriate level for the weather conditions. If possible, use L ow controller gain. Higher gain

can result in less stable control.

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12.4.1 Changing the reference origin

If required, you can select a new position-reference system as the

reference origin. See Changing the reference origin on page 210for a general procedure.

Caution

If you approach the buoy without using DP control but with the K-Pos DP system in Joystick mode (to monitor the buoy position on the Posplot view), you must returnthe system to Standby mode to reset the Vessel Model before selecting the new reference origin and enteringthe Approach mode.

12.5 Weather Vane mode

For bow-loading operations, it is recommended that the chainstopper is closed and/or the hose is connected to the vessel beforeWeather Vane mode is selected.

In this mode the weather vaning principle is used to control thevessel’s heading and position.

In the Weather Vane mode (and in the Approach mode when thehose is connected), the preconfigured position warning and alarm

limits are activated.We recommend that hawser tension compensation is enabled

before entering Weather Vane mode. See Hawser tension sensorson page 181.

Press the WEATHER VANE button twice.

• The WEATHER VANE status lamp becomes lit.

• The vessel position and heading are controlled using theweather vane principle.

When operating in the Weather Vane mode:

• You can adjust the setpoint radius as required within the predefined maximum and minimum distance limits. SeeSetpoint radius on page 241.

• The predefined position alarm limits are active.

• You can define additional fore and aft position alarm limits.See 4.10 Alarm Limits dialog box - Weather Vane page on

page 109.

• You can use manual bias if required (applies normally only for OLS, SPM and FLP).

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12.5.1 Using manual bias

While in Weather Vane mode, you can apply manual bias for

short periods (applies normally only for OLS, SPM and FLP).This bias is applied in addition to the calculated force demand.This can be useful in rough weather to prevent the positiondeviation that might otherwise be caused by the impact of aseries of large waves.

Manual bias can be applied only in the surge and yaw axes. For bias in the yaw axis, only the bow thrusters are used.

1 Press and hold the MANUAL BIAS button.

• The status lamp is lit while the button is pressed.

• The following information message is displayed:Manual bias selected

2 Use the joystick to add the required force demand.

3 Release the MANUAL BIAS button to remove the manualforce demand.

While manual bias is active, this is indicated on the WVane view(see WVane view on page 391).

12.6 Connect mode

When the vessel is within the limiting distance from the base position (defined in the STL buoy data), you can select theConnect mode.

1 Press the CONNECT button.

• The status lamps for the CONNECT, SURGE, SWAY and YAW buttons are lit.

• The setpoints for heading and position are set to thecurrent estimated vessel heading and position.

• The position of the mating cone is selected as the vessel

rotation center.2 You can change the heading setpoint using the standard

procedure available in Auto Position mode (see Changing the heading setpoint on page 232).

You can change the position setpoint using the trackball tomark a new setpoint on the Posplot view (see Marking a new

position setpoint on the Posplot view on page 227).

In addition, you can set the position setpoint to the base position or the buoy position using the Goto Base or Goto

Buoy functions provided on the Stl page of the Position

dialog box (see STL goto base/buoy on page 252).3 Go to the buoy position.

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4 Use the STL Monitor view on page 367 to monitor the position of the STL buoy during the connection process.

5 Connect the STL buoy.

• When the depth of the STL buoy is above a limit whichindicates that the buoy is being hauled in, the K-Pos DPsystem begins compensating for the restoring forces of the STL mooring system. The damping and restoringforces of the STL mooring system depend on the offsetfrom the base position and the depth of the buoy.

• One minute after the K-Pos DP system receives a signalindicating that the STL buoy is connected, the followingalarm message is displayed:

STL buoy connected

6 Select Loading mode.

12.7 Loading mode

When the STL buoy is connected, select the Loading mode.

1 Press the LOADING button twice within four seconds.

• The status lamps for the LOADING, SURGE, SWAY and YAW buttons are lit.

• The setpoints for heading and position are set to thecurrent estimated vessel heading and position.

• The vessel rotation center is the position of the matingcone.

2 Use the Axis Control dialog box to select the requiredcombination of position control, damping, or no control(only monitoring) in the surge, sway and yaw axes (see

page Axis Control dialog box on page 253).

3 While in Loading mode, the K-Pos DP system takes accountof the restoring forces of the STL mooring system. Thedamping and restoring forces of the STL mooring systemdepend on the offset from the base position and the depthof the buoy.

4 You can change the heading setpoint using the standard procedure available in Auto Position mode (see Changing the heading setpoint on page 232). You can change the

position setpoint using the trackball to mark a new setpointon the Posplot view (see Marking a new position setpoint onthe Posplot view on page 227). In addition, you can set the

position setpoint to the base position using the Goto Base

function provided on the STL page of the Position dialog box(see STL goto base/buoy on page 252).

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5 You can use the STL Mean Offset function to keep the vesselat a specified mean distance from the base position using

only surge thrust towards the base position (see STL meanoffset on page 251).

When operating in Loading mode:

• The predefined position alarm limits are active.

• You can define additional fore and aft position alarmlimits. See 4.10 Alarm Limits dialog box - Weather Vane

page on page 109.

12.7.1 Using the trackball to change the

position setpoint in L o a d i n g modeYou can change the position setpoint using the trackball to mark a new setpoint on the Posplot view (see page Marking a new

position setpoint on the Posplot view on page 227). This can beadvantageous for example in the following situations:

• If the position setpoint no longer is optimum for the operationin the present environmental conditions.

This can be the case for example if the heading or theenvironmental conditions have changed since the vesselentered Loading mode.

• In calm weather:

Entering a position setpoint ahead of the base positionimproves the vessel’s ability to maintain the required heading

because the main propellers will provide positive thrust towork against the STL mooring system. This thrust combinedwith the use of rudders will keep the vessel at the headingsetpoint.

• In rough weather:

Entering a position setpoint astern of the base positiondecreases the use of surge thrust in the forward direction

because the STL mooring system prevents the vessel frommoving further away from the base position.

12.7.2 Leaving the buoy

When the loading is complete:

1 Disconnect and lower the STL buoy.

2 Return to Approach mode.

3 Extend the radius of the setpoint circle in appropriate stepsuntil the vessel is at a safe distance from the buoy.

4 Select any other DP mode as required.

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If appropriate for the operational situation, you can use Joystick mode with automatic heading control (instead of Approach

mode) when leaving the buoy.

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Changing the position setpoint

13 CHANGING THE POSITION SETPOINTThis chapter contains the following sections:

13.1 Stopping a change of position..................................22713.2 Marking a new position setpoint on the Posplot

view..........................................................................22713.3 Position dialog box ..................................................22813.4 Speed Setpoint dialog box .......................................230

13.1 Stopping a change of positionTo set the vessel’s present position as the position setpoint, pressthe PRESENT POSITION button twice. This will interrupt arequested change of position.

13.2 Marking a new position setpoint on thePosplot view

With the Posplot view displayed, you can change the positionsetpoint using the trackball.

1 Click on the position setpoint symbol in the Posplotview.

• The Position dialog box is displayed.

2 Move the setpoint symbol with the trackball.

• The setpoint symbol moves on the display and the

position coordinates are updated dynamically on thePosition dialog box.

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3 Click again to fix the setpoint symbol at the required position.

• A temporary position setpoint symbol is displayed at thenew position and the coordinates, distance and both trueand relative direction from the present position setpointare displayed on the Position dialog box.

4 Either click the OK button to accept the new positionsetpoint, or click the Cancel button to continue with theexisting setpoint.

13.3 Position dialog box

The content of the Positiondialog box depends on the presentmain mode.

In Auto Position mode the new setpoint can be defined relative tothe existing setpoint (Inc — Incremental).

You can also specify the Speed at which the vessel should try tomode during a change of position.

In the offshore loading main modes the setpoint radius can bedefined and, when applicable, the STL functions can be used.See Offshore Loading user interface on page 237.

Either select AutoPos→Position, or press the CHANGE POSITION

button.

• The Position dialog box is displayed.

13.3.1 Inc page

The Inc (Incremental) page allows you to define the positionsetpoint relative to the existing setpoint.

To display this page, select AutoPos→Position or press theCHANGE POSITION button.

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New Setpoint

An increment can be entered by typinga value into the incrementspin box. The size of the increment can be adjusted by clickingthe up or down arrows next to the increment spin box.

To add the selected increment in a particular direction to the New

Setpoint coordinates, click Ahead/Astern/Port/Starboard. Eachtime you click one of these, the New Setpoint coordinates are

adjusted and the temporary setpoint symbol on the Posplot viewis moved accordingly.

A temporary setpoint symbol is displayed on the Posplot viewshowing the position of the New Setpoint relative to the Present

Setpoint.

From Present Setpoint to New Setpoint

Shows the Range and True Bearing from the Present Setpoint

position to the New Setpoint position.

13.3.2 Speed page

The Speed page allows you to specify the speed at which thevessel should try to move during a change of position.

To display this page, select AutoPos→Position or press theCHANGE POSITION button and then click the Speed page tab.

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New Setpoint

Either enter the required value in the New Setpoint spin box, or use the up and down arrows to adjust the setpoint by the selectedincrement or decrement defined in the Increase/Decrease speed

step spin box.

Note

If the speed setpoint is set to 0.0, the vessel will not change

position.

If the speed setpoint has been set to 0.0 and the vessel’s rotationcenter has been set to another position than Midships, it will not be possible to perform a change of heading. This is becausea heading change with a rotation center other than Midshipsimplies a change of position which requires a speed setpoint that is not zero.


The speed setpoint applies only when the surge and sway axesare under automatic control.

As the vessel approaches the position setpoint, the speed setpointis reduced to zero.

13.4 Speed Setpoint dialog box

The Speed Setpoint dialog box is useful in operations that requirefrequent changes of speed setpoint as it allows you to specify thespeed at which the vessel should try to move during a change

of position.To display this dialog box, select AutoPos→Speed.

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Either enter the required value in the Speed Setpoint spin box, or use the up and down arrows of the to adjust the setpoint by theselected increment or decrement defined in the Increase/Decrease

speed step spin box.

Note

If the speed setpoint is set to 0.0, the vessel will not change position.

If the speed setpoint has been set to 0.0 and the vessel’s rotationcenter has been set to another position than Midships, it will not be possible to perform a change of heading. This is becausea heading change with a rotation center other than Midshipsimplies a change of position which requires a speed setpoint that is not zero.


This speed applies only when the surge and sway axes are under automatic control.

As the vessel approaches the position setpoint, the speed setpointis reduced to zero.

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14 CHANGING THE HEADING SETPOINTThis chapter contains the following sections:

14.1 Stopping a change of heading..................................23214.2 Marking a new heading setpoint on the Posplot

view..........................................................................23214.3 Heading dialog box ..................................................233

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. Nor is it possible to perform a change of heading when the vessel’s rotation center is set to a position other than

Midships and the position speed setpoint is zero.

Note

The different methods for changing the heading setpoint cannot be used at the same time. When the Heading dialog box is open,

you cannot mark a new setpoint on the Posplot view.

14.1 Stopping a change of heading

To set the vessel’s present heading as the heading setpoint, press the PRESENT HEADING button twice. This will interrupta requested change of heading, and if the heading Strategy isSystem Selected, it will be changed to Operator Selected.

14.2 Marking a new heading setpoint on thePosplot view

With the Posplot view displayed, you can change the headingsetpoint using the trackball.

1 Click on the heading setpoint symbol in the Posplotview.

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Changing the heading setpoint

• The Heading dialog box is displayed.

2 Move the setpoint symbol with the trackball.

• The setpoint symbol moves along the edge of the Posplotview and the heading is updated dynamically on theHeading dialog box.

3 Click again to fix the setpoint symbol at the requiredheading.

• A temporary heading setpoint symbol is displayed.

• The New setpoint and the difference (Diff ) from thePresent Setpoint are displayed on the Heading dialog box.

4 Either click the OK button to accept the new headingsetpoint, or click the Cancel button to continue with theexisting setpoint.

14.3 Heading dialog box

The Heading dialog box contains two tabbed pages (Heading andRate Of Turn) which allow you to change the heading setpointand specify the Rate Of Turn.

14.3.1 Heading page

The Heading page of Heading dialog box allows you to define theheading setpoint.

To display this page, select Joystick →Heading or AutoPos→Heading, or press the CHANGE HEADING button.

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Note

When changing the heading setpoint, the turn direction will depend on the new heading setpoint. The shortest turn is alwaysused.

New Setpoint

Shows the heading that will be used as the new heading setpointwhen you click the OK or Apply button. When Operator Selected

is chosen under Strategy, you can enter the Heading Setpoint bytyping in the required heading or by increasing or decreasing thevalue by clicking the arrows next to the New Setpoint spin box.

A temporary heading setpoint symbol is displayed on the Posplotview showing the proposed heading setpoint.

Previous Setpoint

Shows the previous heading setpoint. Clicking the Use buttonwrites this heading into the New Setpoint box. You can thereforeuse this feature to return the vessel to a previous heading.

Offset From Present Setpoint

Shows the difference in heading between the New Setpoint andthe Present Setpoint. This value is updated dynamically when youenter the new heading setpoint.

Strategy

System Selected

If you choose System Selected, the displayed system-selectedheading is written into the New Setpoint box. When you click theOK or Apply button, the system will continue to determine whatthe heading setpoint should be.

Operator Selected

If you choose Operator Selected, you can enter the HeadingSetpoint using any of the other methods described here.

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Changing the heading setpoint


While entering data on the Heading page, before you click theOK or Apply button, a temporary heading setpoint symbol isdisplayed on the Posplot view showing the proposed headingsetpoint.

When System Selected is chosen as Strategy, the heading chosen by the system depends on the current operational mode. For example, in Auto Position mode the system will select theheading that requires the minimum power to be maintained inthe current environmental conditions. This heading will changecontinuously according to the prevailing environmental forceson the vessel.

14.3.2 Rate Of Turn page

The Rate Of Turn page allows you to define the speed at whichthe vessel should try to rotate during a change of heading (thevessel’s Rate Of Turn).

To display this page, select Joystick →Rate Of Turn or AutoPos→Rate Of Turn.

New Setpoint

Either enter the required value in the New Setpoint box, or usethe up and down arrows to adjust the setpoint by the selectedincrement or decrement (Increase/Decrease step).


This Rate Of Turn applies only when the yaw axis is under automatic control.

As the vessel approaches the heading setpoint, the Rate Of Turnis reduced to zero.

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When the vessel rotation center is at a position other than thevessel’s Midships position, the actual Rate Of Turn may be less

than the speed specified. This is because the speed of movementof the Midships position is limited in proportion to the requiredvessel speed (see Speed page on page 229 and Speed Setpoint dialog box on page 230) and the distance of the rotation center from the Midships position.

Note

It is not possible to perform a change of heading, even though you have entered a new heading setpoint when the Rate Of Turnis zero.

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Offshore Loading user interface

15 OFFSHORE LOADING USER INTERFACEThis chapter contains the following sections:

15.1 Buoy Select dialog box ............................................23715.2 DP Practice...............................................................23815.3 SAL Buoy Settings dialog box ................................23915.4 Setpoint radius .........................................................24115.5 FSU Position function..............................................24215.6 FSU heading function .............................................. 24815.7 STL mean offset.......................................................25115.8 STL goto base/buoy .................................................25215.9 Axis Control dialog box...........................................253

15.1 Buoy Select dialog boxThe Buoy Select dialog box allows you to select which buoy thevessel is going to approach for an offshore loading operation.The dialog box can only be used in Standby mode.

Select OffLoad→Select Buoy. The Buoy Select dialog box isdisplayed.

The list box in the dialog box contains a list of all the buoysdefined for your vessel.

For each buoy there is a set of predefined information, comprising both field data and vessel-specific data. The information requireddepends on the type of loading operation.

• type of buoy• UTM and geodetic (WGS84) coordinates of the buoy/base

point

• base position earth-fixed or moving with buoy

• position-reference system information

• distance warning and alarm limits

• maximum and minimum distances from base for selectingvarious modes

• maximum and minimum values for input of the setpoint radius

in the various modes• with or without hawser

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• warning and alarm limits for hawser tension

• STL buoy depth limits

• position and depth limits of STL spring buoys

• restoring force matrix for STL mooring system

• vessel reference point (bow, mating cone)

• gain and damping parameters

• anchor line tension table for SAL buoys

• sector alarms, FSU size, position-reference system offsetvectors for FSU

When you select a buoy, the required information is read by the

K-Pos DP system.The name of the currently-selected buoy is displayed in themiddle of the title bar of the display.

15.2 DP Practice

This is a training mode which allows the operator to perform practical DP exercises on the actual field, but in safe distanceto the buoy.

It is not possible to enable Practice Mode when the vessel is

closer than a predefi

ned distance to the buoy. Also, if the vessel,during a DP Practice exercise moves closer than a predefinedlimit to the buoy, Practice Mode will be disabled.

The limit depends on the buoy type:

• 600 m for SPM and FLT

• 1000 m for Tandem, OLS and SAL

To practice buoy loading using the DP Practice function; firstselect a buoy, then, on the Buoy Select dialog box, select Practice

Mode.

15.2.1 DP Practice for Tandem, SPM andFLT

Position measurements are manipulated by the K-Pos DP systemto simulate that the vessel is closer to the buoy than actually isthe case. In this way the vessel operate relative to a point that iscloser than the buoy actually is.

Measurements from Artemis and Relative GPS are manipulatedas follows:

• Range measurements are reduced by 1000 m for Tandem

loading.• Range measurements are reduced by 600 m for SPM and FLT.

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• Bearing measurements are converted to what the readingswould have been at a distance of 1000 (600) m closer than the

actual vessel position.• FSU heading is not modified.

As there is no manipulation on the DARPS or Artemis itself,range measurements on these position-reference systems will beoffset from the SDP system by the predefined distance.

Alarm circles and sectors, and operational limits, are the samein Practice Mode as in “real” operational mode. All main modescan be fully utilised.

15.2.2 DP Practice for OLS and SAL

The OLS/SAL buoy is simulated in an operator-definedrange/bearing relative to the vessel’s bow when enabling PracticeMode. All DP operations are performed relative to this artificial

base position. All alarm circles and operational limits are as for the actual field. All main modes can be fully utilised.

For SAL buoy hawser tension is not simulated, so simulation of Weather Vane mode may have limited value.

15.2.3 Practice Mode R/B dialog box

If you have selected an OLS or SAL buoy for the DP Practicemode, the Practice Mode R/B dialog box is displayed.

Enter the Range and True Bearing to the required artificial base position.

For more information, see DP Practice on page 238.

15.3 SAL Buoy Settings dialog box

The SAL Buoy Settings dialog box allows you to set the position of the hose head relative to the base position of the buoy. This hose

position plus/minus a preset angle (typically 5º) defines a sector within which the vessel must be positioned when connecting.

To display the SAL Buoy Settings dialog box, select OffLoad→SAL

Buoy Settings.

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Prior to the connection you must obtain the most recent value for the position of the hose head, i.e. Hose Length and Hose Direction

(Relative North) from the buoy operator. It is important that thesevalues are as accurate as possible.

Hose Length

Enter the horizontal distance from the base position of the buoyto the hose head, as obtained from the buoy operator, in this text

box.

Hose Direction (Relative North)

Enter the hose direction (relative north), as obtained from the buoy operator, in this text box.

Length Added to Alarm SectorEnter the required value in this text box.

If the position of the vessel, when running in Joystick , Auto Position or Approach mode, deviates from the alarm sector youhave defined, the following alarm message will be issued:

Bow hose direction exceeds limit

When contact has been established with the HPR transponder onthe hose head, the current position read by HPR will be comparedwith the position data you have entered in the SAL Buoy Settings

dialog box. If the position data deviates beyond a predefined

limit (typically a distance of 20 meters and a direction of 3º), thefollowing alarm message will be displayed:

Hose position difference

Based on entered values for the hose head position, the alarmsector is shown on the Posplot view (seeFigure 53) together with the four alarm limit circles when running in Joystick , Auto

Position or Approach mode. When entering Weather Vane mode,the display of the alarm sector is removed from the Posplot view.

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Figure 53 Posplot view - Alarm sector and hose head position for SAL buoy

15.4 Setpoint radius

The setpoint radius determines the alongships position that thesystem will try to maintain in the Approach and Weather Vanemodes.

The maximum and minimum limits within which you are allowedto set the radius in each Offshore Loading mode depend on the

predefined parameters for the loading buoy.

The setpoint radius is set on the Position page of the Position

dialog box available in Approach and Weather Vane modes. Todisplay this dialog box, either select OffLoad→Setpoint Radiusor

press the CHANGE POSITION button.

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Enter the required radius using the numeric keypad or theup/down arrows.

When you click the OK or Apply button, the new setpoint circleand the alongships setpoint are redrawn on the Posplot view.

15.4.1 Tandem functions

See FSU Position function on page 242.

See FSU heading function on page 248.

15.5 FSU Position function

In the Approach and Weather Vane modes (for FSU buoys), you

can activate the FSU Position function to allow surge and swaymovement of the FSU within defined limits.

Note

In the text throughout this operator manual, the term FSU is used to cover both FSU and FPSO to enhance the readability and toavoid unnecessary repetition.

With the FSU Position function active, the movement of thevessel is controlled by a rectangle of operation, the Surge/SwayRectangle, within which the stern position of the FSU can

move without causing the vessel to move. Any FSU surgeand “fishtailing” movements within the Surge/Sway Rectangle

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will not cause any change in the vessel setpoint. This leads tosignificantly reduced thruster utilisation on the vessel, and thus

reduced energy consumption.When the FSU moves outside the border of this rectangle, therectangle is moved to the actual position of the FSU base point(the hawser terminal point at the stern), and the vessel setpointis updated accordingly. As in the standard Weather Vane mode,the heading of the vessel is always kept pointing towards the

basepoint. FSU Position function and Surge/Sway Rectangle on page 243 illustrates the principle of the FSU Position function.

Figure 54 FSU Position function and Surge/Sway Rectangle

Figure 55 shows the Surge/Sway Rectangle on the Posplot viewwhen the FSU Position function has been activated.

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Figure 55 Posplot view - Surge/Sway Rectangle shown whenthe FSU Position function is activated.

15.5.1 Enabling the FSU Position function

You can set the limits and activate the FSU Position functionfrom the Position page on the Position dialog box. To display thePosition dialog box, either select OffLoad→Setpoint Radiusor

press the FSU POSITION button.

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Figure 56 Settings for the FSU Position function on the Position dialog box

Tandem Functions

FSU Position (Surge/Heading)

Selecting the On check box enables the FSU Position functionfor use. The size of the Surge/Sway Rectangle is entered inthe corresponding text boxes, either by typing in values or byclicking the up/down arrow buttons.

15.5.2 FSU Position function implications

When using the FSU Position function, you should note the

following important points:• The FSU stern position is represented by the

offset-compensated mean position from Artemis andrelative GPS position-reference systems: this implies that thehawser terminal point is used as base point.

• The vessel uses earth-fixed reference systems for positioningand relative reference systems for setpoint updates, i.e.relative and absolute systems are used together for the overall

positioning keeping.

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• The free movement of the FSU hawser terminal point can be different in surge and sway directions. It is important to

keep the bow of the vessel pointing towards the FSU hawser terminal point if the FSU moves due to weather vaning. TheSway window must then be small (typically 4 to 8 meters).You should adjust the Surge window (typically 8 to 15 meters)so that the movement of the FSU does not exceed the limitduring normal surging.

• When the Surge/Sway Rectangle is moved to the actual FSUstern position, the position status will be displayed as NEW

SETPOINT and not PRESENT. The fore and aft positionalarm limits will then not be active until the vessel reaches thesetpoint radius again.

• When the FSU Position function is active, the relative position-reference systems (Artemis and relative GPS)will be displayed in the Refsys view with 0.00 weight andRelative status, and with steady lights in their button lampswhile the status of the systems is OK (see Refsys view on

page 353 for more information). A flashing lamp indicateslost position-reference system or rejection due to predictionerror or high variance.

• When the alarm message

GPS_Rel_X tandem position prediction error

is given, the reference system has a high offset from the estimatedFSU stern position. If this occurs simultaneously for all relativereference systems, you should disable all relative referencesystems, wait a few seconds and then enable only one relativesystem (the one that seems to be the most correct). This situationis very similar to Position Dropout for position-reference systemsused actively for positioning, but you do not need to wait 20 to30 seconds for the dropout alarm to achieve the reset.

15.5.3 Mode changes and operator

interactionYou can only activate the FSU Position function in Approachand Weather Vane modes after having selected a relative

position-reference system (Artemis or Relative GPS) as origin(i.e. main reference system), and after this reference system has

been accepted by the DP system. A minimum of one absolute position-reference system (DGPS) must also be calibrated.

The FSU Position function will automatically be turned OFFunder the following conditions:

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• Absolute reference systems are lost or deactivated. 20 seconds before the function is turned OFF, the following warning

message is displayed, providing the opportunity to reactivatethe position-reference system and thereby keep the FSUPosition function running:

Absolute reference system not active

The K-Pos DP system will then revert to standard Approachor Weather Vane mode, and the lamps for the relative

position-reference systems will flash during the calibration period.

• Relative position-reference systems are lost or deactivated.20 seconds before the function is turned OFF, the following

warning message is displayed, providing the opportunity toreactivate the position-reference system and thereby keep theFSU Position function running:

Relative reference system not active

The DP system will then revert to standard Approach or Weather Vane mode. In this situation the K-Pos DP system isoperational with only absolute position-reference systems, andall position and heading monitoring relative to the FSU is lost.

You must enable the FSU Position function once more if therequired position-reference systems (both absolute and relative)

become available again.

You should avoid using a speed setpoint higher than 0.3 to 0.4knots when loading with the FSU Position function active.

15.5.4 Displayed information

•

Figure 57 shows text displayed in the upper left corner of thePosplot view in the instance where the FSU Position functionis On and the FSU Heading function (see the next section)is Active.

• The distance to the actual base position (the K-Pos DPsystem allows some surge movement of the FSU) is displayedgraphically and numerically on the WVane view (WVane viewon page 391) (Base Distance). The actual distance to the FSU(Stern Distance) is shown numerically in the WVane viewduring Tandem Loading operations.

• In the Trends view (Trends view on page 387) you can show arange of useful views (for example Deviation: Setp. Radius,FSU Stern Position and Bow to Base/Stern Range) which

provide useful visual information about the actual surge andfishtail movement of the FSU.

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Figure 57 FSU Position and Heading status

See also Figure 54 which illustrates positions and distances.

15.6 FSU heading function

In the Approach and Weather Vane modes (for FSU and FPSO buoys), you can make use of the FSU Heading function to perform control of heading changes and keep the headingdifference between the FSU and the vessel as small as possible.

Rapid heading changes of the FSU are often a problem when performing tandem loading operations. A typical situation iswhen the draught of the two vessels is very different, i.e. whenone is full and the other is empty. The optimum (Weather Vane)heading can then be quite different for the two vessels. It maylead to safety problems if the difference in heading for the vessels

becomes large.

15.6.1 Enabling the FSU Heading function

You can set heading difference limits and enable the FSU

Heading function from the Position page on the Position dialog box.

To display the Position dialog box, either select OffLoad→Setpoint

Radius menu, or press the FSU HEADING button.

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Figure 58 Settings for the FSU Heading function on the Position dialog box

Note

You cannot use the FSU Heading function for sideways movement of the FSU to align the vessel with a hose connection on the sideof the FSU.

Tandem Functions

FSU Heading (Sway/Heading)

Selecting the On check box enables the FSU Heading functionfor use. You can enter the heading difference limits in the

Active/Inactive text boxes, either by typing in values or byclicking the up or down arrow buttons.

Speed

This is the speed setpoint used when the FSU Heading functionis Active. You can enter the required speed setpoint in the text

box, either by typing in a value or by clicking the up or downarrow buttons.

If rapid and/or major heading changes of the FSU is expected, itmay be necessary to enter a large value (for example 1 kts) for the FSU Heading Speed.

While the FSU Heading function is On, the speed setpoint used isthe “usual” setpoint (entered in the Speed Setpoint dialog box).

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When the FSU Heading is Active, the speed entered in the FSU

Heading Speed text box is used as setpoint. The speed setpoint is

displayed in the upper left corner of the Posplot view.


The FSU Heading function is based on monitoring of the headingdifference between the FSU and the vessel. The heading of the vessel is received over the data link of the DARPS relativeGPS position-reference system. When the operator-definedActive heading difference is exceeded, the thrusters are activatedto align the two vessels. The resulting force is mainly in thesway direction, but the heading is continuously adjusted to keepthe bow of the vessel pointing towards the stern of the FSU.

As stated previously, you can select to turn the FSU Headingfunction ON (enable) and OFF (disable) using the On check box,and also define the angle limits for activating the function, i.e.the function is inactive until the Active heading limit is reached.

The following warning message will be displayed:

FSU Shuttle heading difference

The FSU Heading function will then be activated and remain onwhile the heading difference is measured to be above the Inactive

heading limit.

15.6.2 Mode changes and operatorinteraction

You can only use the FSU Heading function when in Approachor Weather Vane mode with a relative GPS position-referencesystem (DARPS) providing FSU heading data.

The FSU Heading function is automatically turned OFF (blocked)after one minute if the FSU heading information (DARPS) is lost.

The following alarm message is displayed at the time DARPSis lost:

FSU heading dropout

When the FSU Heading function is turned OFF, the FSU will bedisplayed with the same heading as the vessel.

You must then enable the FSU Heading function after valid FSUheading information (DARPS) becomes available again.

15.6.3 Displayed information

• Figure 57 shows text displayed in the upper left corner of thePosplot view in the instance where the FSU Position functionis On and the FSU Heading function is Active.

• The actual FSU heading is displayed numerically on theWVane view (WVane view on page 391) (FSU Heading).

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• The Pos Deviation (a Bulls Eye deviation plot on the WVaneview) shows the position deviation both numerically and

graphically. This is especially useful for the FSU Headingfunction, but it can also be useful in Auto Position mode toshow the position deviation without losing the informationabout distance and bearing to the FSU.

15.7 STL mean offset

In Loading mode, you can use the STL Mean Offset functionto keep the vessel at a specified mean distance from the base

position using only surge thrust towards the base position.

Select OffLoad→Setpoint Radius, or press the CHANGE

POSITION button. The Position dialog box is displayed. If neccessary, click the Position (STL) tab.

Figure 59 Position dialog box — Position STL page

Setpoint Radius

The required mean offset is specified using the Setpoint Radius

function (see Setpoint radius on page 241), and is the distance between the vessel’s mating cone and the base position.

On

Select this check box to enable the STL Mean Offset function.

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If automatic position control in the surge axis is selected, the STLMean Offset function is not available, but this function can be

combined with damping control in the surge axis.The vessel will be kept at the specified mean distance from the

base position using only surge thrust in the positive direction. If astern thrust demand is required to maintain the required offset,an information message is displayed and no thrust is applied:

Astern thrust required

15.8 STL goto base/buoy

In the Connect and Loading modes (STL buoys), you can change

the heading setpoint using the standard procedure availablein Auto Position mode (see Changing the heading setpoint on page 232). You can change the position setpoint usingthe trackball to mark a new setpoint on the Posplot view (see

Marking a new position setpoint on the Posplot view on page 227and also Using the trackball to change the position setpoint in

Loading mode on page 225). In addition, you can set the positionsetpoint to the base position or the buoy position using the Goto

Base or Goto Buoy functions.

The position of the STL buoy in the lowered position can beseveral metres from the base position. The buoy will normally

move towards the base position when the buoy is hauled in.

Select OffLoad→Setpoint Radius, or press the CHANGE

POSITION button. The Position dialog box is displayed. If necessary, click the Position (STL) tab (see Figure 59).

Goto Buoy

Use the STL buoy position as the position setpoint. Availablein Connect mode only. Remains selected until the setpoint isreached or the Cancel Goto button is clicked. If the buoy changes

position, this function must be activated again.

Goto Base

Use the base position as the position setpoint. Available in bothConnect and Loading modes. Remains selected until the setpointis reached or the Cancel Goto button is clicked.

Cancel Goto

Cancels either Goto Buoy or Goto Base. The position setpoint isset to the present vessel position.

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15.9 Axis Control dialog box

In the Loading mode (for STL operations), the Axis Control

dialog box provides the following control functions:

• Automatic position control in each of the surge, sway andyaw axes.

• Only vessel motion damping in each of the surge, sway andyaw axes

• No position or damping control (only monitoring) in each of the surge, sway and yaw axes

Select OffLoad→Axis Control. The Axis Control dialog box isdisplayed.

Position

You can select automatic position control in each of the surge,sway and yaw axes. When you select the Position check boxfor Surge, Sway or Yaw, the corresponding axis is placed under automatic position control (and Damping for that axis is alsoselected). When the Surge, Sway or Yaw check boxes are notselected, the corresponding axes are not controlled with respectto position or velocity.

Damping

The Damping function provides automatic thruster control todamp the vessel’s movement within the mooring system. Thisis achieved by keeping the vessel speed to a minimum. You canchoose to damp the vessel’s motion in any or all of the surge,sway and yaw axes by selecting the appropriate Damping check

boxes.

When you deselect damping in an axis, automatic positioncontrol for that axis is also deselected.

The damping status of the three axes is indicated under Damp inthe status bar at the bottom of the display screen.

No control

When neither position nor damping control is selected, the

corresponding axes are not controlled with respect to position or velocity, but position monitoring is maintained.

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16 THRUSTERSThis chapter contains the following sections:

16.1 Enabling thrusters ....................................................25416.2 Thruster Allocation dialog box ................................25616.3 Allocation Settings dialog box.................................259

The term “thruster” is used throughout this manual to mean anyelement of the vessel’s propulsion system; including propellers,rudders, tunnel thrusters and azimuth thrusters. (The specificterms for the elements of the propulsion system are usedwhenever this enhances the readability of the manual).

16.1 Enabling thrustersWhen a thruster can be enabled for K-Pos DP control, the thruster is shown as Ready on the Thruster main view (see Thruster mainview on page 370) and on the Thruster Enable dialog box.

There are generally two criteria for a thruster Ready status:

• The individual thruster must be running

• The individual thruster must be available for K-Pos DP control

The K-Pos DP system uses only those thrusters that are enabledfor use by the system. The thrusters can be enabled and disabled

using the Thruster Enable dialog box. You can also monitor if thethrusters are running and ready.

The THRUSTERS button group contains buttons used to enableor disable each of the available thruster units for K-Pos DPcontrol. Each thruster button has a status lamp which is lit whenthe thruster is enabled.

Before a thruster can be enabled, it must be Ready. If a thruster is enabled and it subsequently loses its Ready status, it isautomatically disabled.

16.1.1 Thruster Enable dialog box

To display the Thruster Enable dialog box, selectThruster→Enable.

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Thrusters

Thrusters

Rudders

Enable/disable All

Selecting or clearing this check box allows you to enableor disable all thrusters and rudders for K-Pos DP controlsimultaneously.

Running

These check boxes show whether the thrusters are running or not.When a thruster status is set as running, the K-Pos DP systemreads the feedback signal from the thruster and calculates theresulting thruster force.

Under certain conditions, the operator can switch the thruster Running signals on/off. The running status can be changed inthis way only if all of the following conditions are satisfied:

• The running status is not interfaced directly from the thruster to the K-Pos DP system.

• The thruster is not Ready.

• The system configuration allows manual setting of thruster running status.

Rdy

These check boxes show whether the thrusters are Ready for K-Pos DP control.

Enable

These check boxes allow you to enable or disable each of thethrusters for K-Pos DP control. The system will automaticallydisable a thruster if it is not Ready, i.e. clear the Enable check

box, and also make the check box unavailable, thus indicatingthat before a thruster can be enabled, it must be Ready.

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16.2 Thruster Allocation dialog box

Thruster allocation can be performed in many different ways.The functions that are available for the vessel are listed on theThruster Allocation dialog box.

To display the Thruster Allocation dialog box, selectThruster→Allocation Mode, press the ALLOC. SETUP button, or click the AllocMode indicator on the status bar.

ModeFor the azimuth thrusters, you can choose between variousthruster allocation modes. The currently-selected thruster allocation mode is shown both on the Thruster Allocation dialog

box and on the Thruster main view (see Thruster main view on page 370).

Depending on the operational mode, illegal thruster allocationmodes are unavailable on the Thruster Allocation dialog box.

The following are some typical examples of azimuth thruster allocation modes:

VARIABLE

The system automatically changes the angle of the azimuththrusters so that the thrust is always angled in the optimumdirection. In order to reduce wear and tear on the azimuththrusters due to continuous changes in the azimuth thruster angles, a dead-band function is incorporated.

Use this mode when the environmental forces acting on thevessel 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

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Thrusters

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 azimuththruster. When the environmental force is small and constantlychanging direction, this mode can be used in order to avoidcontinuous changes in the azimuth thruster angle.

If disabling and then re-enabling a thruster with a negative pitchor RPM, the system will automatically turn the thruster 180°.

ENVIRON FIX

A set of alternative, fixed angles are predefined for each azimuth

thruster. The system will choose the best predefi

ned angle in theset, based on the direction of the environmental forces when themode is enabled.

If disabling and then re-enabling a thruster with a negative pitchor RPM, the system will automatically turn the thruster 180°.

DIVING

This is identical to VARIABLE azimuth mode except that the twomodes have separate configuration of prohibited zones. It is usedto activate dedicated zones during diving operations to preventthe sending of thruster wash towards the umbilical or diving bell.

This mode can also be used to protect other kinds of equipment,such as HPR and LTW, and will then be named accordingly.

What happens to the thrust when a thruster passes a prohibitedzone can be predefined for each zone (for example, the thrustcan be reduced).

STEERING

Azimuth thrusters not used for steering will have predefinedfixed angles for use in Autopilot mode. This allocation mode isautomatically selected when the system is in Autopilot mode or in Auto Track (high Speed) mode (when the speed is high-high).

HEAVE RED

When using heave reduction, excessive thrust is applied toincrease the hydrodynamic damping of the vessel. This reducesthe motion of the vessel induced by wave forces. The effectcan be used to reduce the motions when particularly criticaloperations are to be carried out, for example crane operations,transfer of personnel, etc.

The azimuth thrusters configured to participate in the motionreduction will be at predefined azimuth angles, and they will asa minimum be run at a predefined force limit, for example 50%

force. The thruster angles are selected so that the resulting thrustis zero when there is no thrust demand.

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MANUAL FIX

In this mode the operator can freely set fixed azimuth angles

of azimuth thrusters and rudders/nozzles using the Allocation

Settings dialog box (see Allocation Settings dialog box on page 259).

Control

The configuration and operational requirements of the vesseldetermines the controls that are implemented in the K-Pos DPsystem. Details of the available controls are provided with theconfiguration information for the vessel.

The following are examples of thruster allocation controls:

Increased Power

Allows the thrusters to be used at more than their nominal ratingfor a limited period of time (if the thrusters are designed tohandle this) in order to survive an emergency situation. TheIncreased Power is predefined for each thruster, typically 10 to20%. Normally, this mode needs a ready signal to be selected.When the time period has expired, the thruster utilisation isautomatically returned to nominal values.

Position Priority

If both the rotational moment and directional force setpointcannot both be met due to insuf ficient available thrust, priority isnormally set to obtain the rotational moment setpoint (heading

priority). Selecting Position Priority changes the thrust allocation priority from heading to position.

Free Run

Allows a greater maximum pitch/rpm to enable the vessel toreach full speed when running in Autopilot or Auto Track (high

speed) mode. You can select between Off , On and Automatic.When set to Automatic, free run is automatically selected when

Autopilot or Auto Track (high speed) mode is entered. The on/off state for free run is also shown on the Thruster main view (see

Thruster main view on page 370). The contents of the Free Rungroup box may vary depending on vessel configuration.


The configuration and operational requirements of the vesseldetermines the thruster allocation modes that are implementedin the K-Pos DP system, as well as the criteria for the automaticmode switch. Details of the available thruster allocation modesare provided with the configuration information for each vessel.

For some of the modes (FIX, HEAVE RED, MANUAL FIX,

and, when available, ENVIRON FIX), a suf ficient number of thrusters must be enabled to select the mode. The system will

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Thrusters

automatically switch back to the default thruster allocationmode (normally VARIABLE mode), if you deselect thrusters or

thrusters lose their READY status.

16.3 Allocation Settings dialog box

The Allocation Settings dialog box allow you to set fixed directionof azimuth thrusters/rudders and/or specify rudder angle limits.

To display this dialog box, select Thruster→Allocation Settings.

Manual Fix angles

The operator can set fixed direction of azimuth thrusters/rudders by entering the required direction (in degrees) in the Value text boxes and selecting the In Use check boxes. An azimuthingunit which is not selected to have fixed angle, will be rotatedindividually as required. The Thruster Main view (see Thruster main view on page 370) shows which thrusters and/or rudders areusing fixed angle.

Note

Manual Fix angles is only effective when the M A N U AL F I X

allocation mode is selected (see Thruster Allocation dialog boxon page 256 ).

Rudder Limit

The operator can specify angle limits within which the ruddersare allowed to operate. When the In Use check box is selected,the system will not turn the rudders beyond the specified limit.

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17 POWER SYSTEMThis chapter contains the following sections:

17.1 Power monitoring.....................................................26017.2 Power load monitoring and blackout

prevention ................................................................260

17.1 Power monitoring

The K-Pos DP system has no control over the vessel’s electrical power system. This is administered by a separate Power Management System (PMS).

Normally the K-Pos DP system receives information about:

• The power produced by each main generator.

• Which power bus each generator is connected to.

• How the power buses are connected.

• How the thrusters are connected to the power buses.

This information is used by the K-Pos DP system for power overload control and is also displayed on the Power view (see

Power view on page 348).

17.2 Power load monitoring and blackoutprevention

The Power Load Monitoring and Blackout Prevention function performs a dynamic setpoint reduction of the thrusters/propellersto prevent blackout on a power bus or isolated bus section as aconsequence of applying too much power to the thrusters as asecondary barrier. The primary barrier is the thruster allocationsystem itself limiting the thruster output within the power systemoverall capacity. This is achieved by monitoring the load on themain bus or isolated bus sections and reducing power on theconnected thrusters/propellers by reducing setpoint demand if

the estimated load exceeds the nominal limit. The reduction isshared between the connected thrusters/propellers in such a waythat the effect on the position and heading control is minimised.

The function will only limit thruster commands to avoid a stable power plant becoming overloaded. The function cannot preventa potential blackout caused by generator tripping.

The Power Load Monitoring and Blackout Prevention functioncovers the following standard power plant configurations:

• Diesel generators supplying thruster/propeller drives

• Shaft generators supplying thruster drives• A combination of diesel generators and shaft generators.

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Power system

This function supplements to the vessel’s Power ManagementSystem (PMS). The thruster/propeller setpoint reduction criteria

during K-Pos DP control, are set at lower overload levels thanthe load reduction initiated by the vessel’s own PMS. The Power Load Monitoring and Blackout Prevention function is active inall operational modes and is illustrated in Figure 60.

Figure 60 Power overload control

The K-Pos DP 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. Theoverload protection is achieved by automatically reducing the pitch/rpm/force/load on the thrusters/propellers connected tothe power bus until the most loaded generator operates withinits 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 byreducing the pitch setpoint on the connected propeller whenthe nominal engine load is exceeded. Note that this function

requires an interface to the diesel engine fuel-rack reading.

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• Diesel Engine Load Monitoring

Monitors the load on each diesel engine (fuel-rack monitoring)

which drives a controllable-pitch propeller. This functionrequires 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 individualthruster/propeller motor. Note that this function requires aninterface for the motor current/power reading.

Thruster load monitoring will improve thruster failuredetection, making it possible to distinguish between feedback failures and internal drive or servo failures.

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18 SYSTEM STATUS INFORMATIONThis chapter contains the following sections:

18.1 Remote diagnostics ..................................................26318.2 Printing system status data.......................................26518.3 Displaying software information .............................26818.4 Interface to CyberSea...............................................270

18.1 Remote diagnostics

Online support from Kongsberg Maritime is available throughthe Remote Diagnostic Service using secure communicationfacilities. The service engineer at the Support Centre can view

the same Operator Station information as the operator on site.Log files and databases can be transferred to the Support Centrefor further analysis, and updates may take place on the system onsite with the restrictions imposed by the operational guidelinesand the classification authorities.

The K-Pos DP system is prepared for this Remote DiagnosticService by means of a communication software package installedin each Operator Station.

When a remote user is connected on the Remote Access Serviceconnection, the text Remote Diagnostics (on red background) is

displayed in the K-Pos DP title bar.

To display the Remote Diagnostics dialog box, selectSystem→Remote Diagnostics.

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Remote Access Services

A remote user is connected on the Remote Access Serviceconnection when information about Port, User and Duration isdisplayed in the corresponding text fields.

Port

The port to which the modem is connected, usually COM1.

User

The user name of the remote user.

Duration

Duration of time since the remote user was connected to theRemote Access Service connection.

Disconnect

Click this button to disconnect from the Remote Access Serviceconnection.

PcAnywhere

Start

Click this button to start PcAnywhere when a remote user isconnected on the Remote Access Service port. The remote user is connected when information about Port, User and Duration isdisplayed in the corresponding text fields.

Show

When PcAnywhere is started, the text on the Start button changesto Show. Click the Show button to open the pcAnywhere Waiting...

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dialog box to monitor the TCP/IP Host Service and TCP/IPaddresses.

Close

Click this button to close the Remote Diagnostics dialog box.

18.1.1 pcAnywhere Waiting... dialog box

The service engineer at the Kongsberg Maritime Support Centremay ask you to present information about the TCP/IP HostService (remote user) to verify that the required connections areestablished. This information can be found on the pcAnywhere

Waiting... dialog box.

To display this dialog box, select System→Remote Diagnostics to

display the Remote Diagnostics dialog box and then click the Start

button for PcAnywhere. When PcAnywhere has started, click theShow button on the Remote Diagnostics dialog box.

Note

To minimise the pcAnywhere Waiting... dialog box, do not click the Cancel button, as this will abort pcAnywhere. Instead, click

the Windows minimize button ( ) in the upper right corner of the dialog box.

18.2 Printing system status data

You can print a predefined set of system status data on the event printer connected to the Operator Station. You can either requestan immediate printout or request repeated printouts with a giventime interval. An example of a printed status page is shown inFigure 61.

The Print Status dialog box allows you to print the status page or to request repeated printouts.

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To display this dialog box, select System→Print Status.

Print Status

Click this button to request an immediate print-out of the status page.

Cyclic Print Control

Select the Cyclic Print check box if you want a cyclic print-out to be made automatically after a specified Interval. This can only beselected from the Operator Station in command.

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Figure 61 Status page (example)

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18.3 Displaying software information

The About dialog box allows you to view vital K-Pos DPsystem and file information which can be useful for you to haveavailable when contacting Kongsberg Maritime for help in caseof problems with the K-Pos DP system. It contains an overviewof basic software information for your K-Pos DP system.

To display this dialog box, select Help→About.

Clicking the EXE/DLLs button, displays a list of EXE and DLLfiles in use and their corresponding version numbers.

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Clicking the Overview button returns to the overview of softwareinformation.

Clicking the Details>> button displays a detailed list of whichEXE files use which DLL files.

The structure of the information presented is as follows:

• The Program (EXE) column lists all the EXE files.

• The Using DLL column lists a batch of all the DLL files used by each specific EXE file.

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• The Version column lists the version of the program (EXE file).

• The Modified column lists the date when each DLL and EXE

file was last modified.

• The Size column lists the file size for each DLL and EXE file.

Clicking the Overview button returns to the overview of softwareinformation.

Clicking the Details<< button returns to the list of EXE and DLLfiles in use.

18.4 Interface to CyberSea

Marine Cybernetics AS (http://www.marinecybernetics.com/)

has developed the CyberSea Simulator for Hardware-In-the-Loop(HIL) safety and performance testing of feedback control systemssuch as dynamic positioning systems. The K-Pos DP systemsupports interface to CyberSea, which gives the possibility for testing by an independent company.

The following interfaces are available:

• CyberSea FMEA Simulator

The K-Pos DP system controls the vessel as in normaloperation, but the I/O is manipulated by the CyberSea FMEASimulator. This FMEA Simulator testing is intended to be

used in sea-trials and periodical trials.• CyberSea DP-HIL Simulator (VSim)

Hardware-in-the Loop (HIL) testing may be performed duringFactory Acceptance Tests (FAT), commissioning, sea-trials, aswell as for ships in operation. The K-Pos DP system will actagainst a simulated vessel in the DP-HIL simulator.

To run the CyberSea application:

1 Ensure that the K-Pos DP is in Standby mode.

2 Select System→CyberSea.

• The CyberSea Mode

dialog box is displayed.

3 Select the required mode and then click the OK or Apply button.

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• The text In FMEA mode or In VSim mode (or other configuration-dependable text) is displayed flashing in

the title bar.4 Run testing/simulation as required.

• If contact with CyberSea is lost during testing in FMEAmode, this mode is aborted and a message is given.

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19 SYSTEM STATUS MONITORINGThis chapter contains the following sections:

19.1 Introduction..............................................................27219.2 System architecture..................................................27219.3 Equipment................................................................27619.4 Station Explorer .......................................................28419.5 IO Manager ..............................................................28819.6 RBUS IO Image.......................................................28919.7 IO Terminal Block ................................................... 29119.8 IO Point Browser .....................................................29619.9 Properties — DpPs Serial port .................................29919.10 Resetting a disabled serial line.................................303

19.1 Introduction

Functions are available for monitoring the status of the K-Pos DPoperator stations, process stations and IO system.

During normal operation you can:

• View the operational status of the Operator Stations, HistoryStations and Process Stations

• View information and status indications for every IO driver,IO block and IO point configured in the system.

19.2 System architecture

A K-Pos DP system consists of one or more operator stations(OS) and one or more process stations (PS). A history station(HS) may also be included.

The K-Pos DP control software is implemented in one, two or three K-Pos DP process stations (DpPSs) (the Main controller PSgroup) depending on the redundancy level of the system. The

process stations are implemented in computers located in the

K-Pos DP Controller Cabinet.The DpPSs in the Main controller group are interconnected via adedicated redundancy net (RedNet).

Communication between operator stations, history stations and process stations is via a single or dual communication net (NetA and Net B).

Communication with thrusters and sensors is performed by theIO system, which is an integrated part of the DpPS. If additionalIO is required for sensors or thrusters, additional dedicated IO

process stations can be implemented.

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System status monitoring

The process stations themselves provide no permanent storageof programs and data. When a process station starts up, all its

programs and data are loaded from its PS servers, which arelocated either on one or more operator stations or in the flashmemory of the PS itself.

19.2.1 Operator stations

The following standard names are used to identify the operator stations and history stations in K-Pos DP systems:

OS name OS description

DP-OS1 Main K-Pos DP Operator Station



DP-OS4 Fire Backup K-Pos DP Operator Station

DP-OS6 Stand-alone Simulator K-Pos DP Operator Station

DP-HS1 Main K-Pos DP History Station

cPos-OS1 cPos Operator Station

cPos-OS2 cPos Operator Station

cJoy-OT1 cJoy Operator Terminal

cJoy-OT2 cJoy Operator Terminal

WT1 cJoy (cWing) Wing TerminalWT2 cJoy (cWing) Wing Terminal

WT3 cJoy (cWing) Wing Terminal

WT4 cJoy (cWing) Wing Terminal

19.2.2 Process stations

The process stations are implemented in Remote Control Units(RCU).

The RCU unit contains a real-time single board computer and

IO interfaces in the same unit.

1 9 . 2 . 2 . 1 R e d u n d a n cy

In single systems, the K-Pos DP Controller Cabinet contains asingle DpPS.

In dual systems, the K-Pos DP Controller Cabinet contains twoDpPSs which operate with a master/slave relationship. Switching

between master and slave can be performed manually, or theswitching can be performed automatically by the system.

In triple systems, the K-Pos DP Cabinet contains three DpPSs.

The concept of majority voting is used to detect and isolate faultsin the sensors and in theK-Pos DP system itself.

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For more information, see Redundant systems on page 160.

1 9 . 2 . 2 . 2 W i n P S

A WinPS is a Process station that runs on an OS computer, asopposed to a standard PS. A WinPS provides full PS functionality,except that it cannot communicate with the IO system.

WinPSs are used for development purposes and in simulators.

1 9 . 2 . 2 . 3 P S n a m e s a n d n u m b e r s

The following standard names and numbers are used to identify process stations and redundancy groups in K-Pos DP systems.

Redundancygroup

Redundancy type PS description

DpMain Single, DpDual or DpTriple Main K-Pos DP Controller PS A

Main K-Pos DP Controller PS B

Main K-Pos DP Controller PS C

DpM_IO1 Single, DpDual or DpTriple Main Input/Output 1

DpM_IO2 Single, DpDual or DpTriple Main Input/Output 2

DpM_Sim Single Main - Simulator (WinPS)

DpM_Vrm Single Main - Built-in Trainer - Vessel Reference Model (WinPS)

DpFS_Vrm Single Field Simulator - Vessel Reference Model (WinPS)DpBackup Single Backup K-Pos DP Controller PS A

DpB_IO1 Single Backup Input/Output 1

DpB_IO2 Single Backup Input/Output 2

DpB_Sim Single Backup - Simulator (WinPS)

DpB_Vrm Single Backup - Vessel Reference Model (WinPS)

The Vessel Reference Models run in WinPS and providesimulator and built-in trainer functions.

19.2.3 IO systemThe IO system provides the communication interface for exchange of IO signals between the field devices (thrusters andsensors) and the process station.

The main elements of the IO system are:

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• IO drivers

IO drivers are responsible for the communication with the

field device. The IO driver provides conversion between fieldvalues and IO raw values.

The following driver types are supported:

– RBUS for discrete analog and digital IO

– NetIO for communication between PSs

– Dedicated sensor and interface drivers for serial linedevices such as Artemis, GPS, Fanbeam and HPR

– ComAs for generic serial line IO

• IO blocksAn IO block represents a group of identifiable IO signals froman IO device in the field. For example:

– For IO cards belonging to the RBUS driver, an IO block represents an IO card in the IO rack.

– For NetIO communication between process stations, an IO block may represent all the signals related to a particular sensor or thruster.

• IO points

IO points are the connection points for IO signals. AnIO point may provide signal conditioning elements for conversion between the IO raw value on the driver side andthe engineering value on the K-Pos DP system side.

19.2.4 Monitoring functions

The following monitoring functions are available:

• Viewing of status information for the Operator Stations,History Stations and Process Stations in your system, usingthe Equipment - System Status dialog box. See Equipment on

page 276.• Viewing of status information for all PSs in the system, using

the Station Explorer dialog box. See Station Explorer on page 284.

• Viewing of overview information for all IO drivers, IO blocksand IO points, using the IO Manager dialog box. See IO

Manager on page 288.

• Viewing of information for selected IO Points using the IO

Point Browser dialog box. See IO Point Browser on page 296.

• Viewing of information displayed for each IO Block, related

to each IO Point and its contents, using the IO Terminal Block dialog box. See IO Terminal Block on page 291.

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• Viewing of information for selected DP PS Serial ports usingthe Properties — DpPs Serial port dialog box. See Properties

— DpPs Serial port on page 299.Note

Many of the features provided by these dialog boxes are related tocon fi guring the system. These features require OS Con fi guration

Mode and/or PS Con fi guration Mode and therefore are not described in this manual. This manual only describes featuresthat are available in normal operation mode.

19.3 Equipment

The Equipment - System Status dialog box shows operationalstatus information about the Operator Stations, History Stationsand Process Stations in your system.

This dialog box has five pages:

• PS

• PS Redundancy

• OS/HS

• Event Printer

• Net Status

In each line of each page, the background colour of certain fieldsare changed to indicate alarm conditions.

When a system or process alarm condition occurs, the backgroundof the field changes colour and starts to flash. It will continue toflash until the applicable alarm is acknowledged.

19.3.1 PS page

The PS page shows the current status of all process stations

defi

ned in the system.To display this page, select System→Equipment.

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Station

Identification of the PS.

Group name

Displays the name of the redundancy group to which this station belongs.

(No column title)

Identification of the PS within the redundancy group. For example: Controller PS A, B or C within the DpMain group.

Status

Shows the current status of the PS:

• Operational — PS is operational.

• Booting — PS is booting (loading configuration).

• Rebooting — PS is rebooting due to an error.

• Not Communicational — PS has reported a status, but nocommunication with the PS is possible.

• Not Reported — PS has not reported any status.

• Halt — PS has stopped due to an error condition.

Spare Time (%)

The available CPU capacity, expressed as a percentage of totalCPU capacity.

Net State

Indicates the state of the A and B network interfaces:• OK — Both network interfaces are OK.

• A-ERROR — Error on network interface A.

• B-ERROR — Error on network interface B.

• AB-ERROR — Error on both network interfaces.

I/O Status

Shows the status of the IO system for this PS:

• OK — No errors reported.

• ERROR — Errors reported.

Serial Status Not relevant for K-Pos DP systems.

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Other Status:

Shows the status of other sub-systems reported by this station

(typically system self-test and monitoring):• OK — No errors reported.

• ERROR — Errors reported.

Free Memory

Available memory (or largest continuous block) in kB. (Notapplicable for WinPSs.)

Uptime

The accumulated uptime of the station. Shown as a number followed by a character indicating the period. For example: 3.06d indicates 3.06 days (m = minutes, h = hours, d = days, y =years).

Started

Time stamp when the PS was started.

Format: day/month/year hour:min:sec

Last reported

Time stamp of last communication.

Format: hour:min:sec

The PS page has a shortcut menu. Right-click anywhere on the page to display the following menu:

Print Image.. see Print Image on page 283.

Station Explorer... see Station Explorer on page 284.

PS Info... not relevant for K-Pos DP systems during normaloperation.

System Events... see Presentation of messages on page 119.

IO Manager... see IO Manager on page 288.

IO Point Browser... see IO Point Browser on page 296.

19.3.2 PS Redundancy page

The PS Redundancy page shows redundancy information for all process stations.

To display this page, select System→Equipment and then click the PS Redundancy page tab.

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Station

Identification of the PS.

Group name

Displays the name of the redundancy group to which this station

belongs.

(No column title)

Identification of the PS within the redundancy group. For example: Controller PS A, B or C within the DpMain group.

Status

Shows the current status of the PS:

• Operational — PS is operational.

• Booting — PS is booting (loading configuration).

• Rebooting — PS is rebooting due to an error.

• Not Communicational — PS has reported a status, but nocommunication with the PS is possible.

• Not Reported — PS has not reported any status.

• Halt — PS has stopped due to an error condition.

Online

Displays whether the PS is online or not. See Redundant systemson page 160.

Master

Displays whether the PS is master or not. See Redundant systems

on page 160.

Capability

Displays the Capability status, indicating to what extent the PS istechnically capable of fulfilling its intended purpose:

• OK — No errors.

• Common Error — Errors that are common to all PSs in theredundancy group.

• Degraded — Errors that related to only this PS in theredundancy group.

• Incapable — The PS is in a state where it should not be usedas the master or online computer.

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Running mode

Displays the Running mode:

• Running — The PS is communicating and has finished allstart-up preparations.

• Starting — The PS is communicating, but more startup preparation is needed.

• Inactive — The PS is not communicating. It may beinitializing or loading, or not executing at all.

Type

Displays the redundancy type for the redundancy group.

For the DpMain and DpM_IO groups, the following types arerelevant: Single, DPDual and DPTriple.

The PS Redundancy page has a shortcut menu. Right-click anywhere on the page to display the following menu:

Print Image.. see Print Image on page 283.

Station Explorer... see Station Explorer on page 284.

PS Info... not relevant for K-Pos DP systems during normaloperation.

System Events... see Presentation of messages on page 119.

IO Manager... see IO Manager on page 288.

IO Point Browser... see IO Point Browser on page 296.

19.3.3 OS/HS page

The OS/HS page shows the status of the operator stations andhistory stations that are defined in the system.

To display this page, select System→Equipment and then click the OS/HS page tab.

Station

Identification of the OS or HS.

StatusShows the current status of the OS or HS:

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• Operational — OS or HS is operational.

• Not Communicational — OS or HS has reported a status, but

no communication with the OS or HS is possible.

• Not Reported — OS or HS has not reported any status.

• Stopped — OS or HS is not switched on.

Last Reported

Time stamp of last communication.

Format: day/month/year hour:min:sec

Net State

Indicates the state of the A and B network interfaces:

• OK — Both network interfaces are OK.• A-ERROR — Error on network interface A.

• B-ERROR — Error on network interface B.

• AB-ERROR — Error on both network interfaces.

The OS/HS page has a shortcut menu. Right-click anywhere onthe page to display the following menu:

See Print Image on page 283.

19.3.4 Event Printer page

The Event Printer page shows the status of the event printers thatare configured in the system.

To display this page, select System→Equipment and then click the Event Printer page tab.

The operator stations in the K-Pos DP system are grouped intoPrint Groups - usually either Main or Backup - where each group

has one event printer. Only one of the operator stations (theMaster) within a print group will print alarm messages to the

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event printer. If the Master operator station becomes inactive for any reason, the role of event printer Master passes automatically

to another active Master of the Print Group.Station

The address of the event printer.

Print Group

The name of the group of operator stations that can print to this printer.

Master

The current master operator station in this print group.

Members

The operator stations that are members of this print group. If an

operator station is not active, its name is shown in parentheses.

Printer Info

Information on the printer status such as Idle or Printing. Thisinformation is provided by the printer interface.

The Event Printer page has a shortcut menu. Right-click anywhere on the page to display the following menu:

See Print Image on page 283.

19.3.5 Net Status

The Net Status page shows the status of the communicationnetwork for all OSs, HSs and PSs in the system.

To display this page, select System→Equipment and then click the Net Status page tab.

This page contains a window that is divided into two panes. Theleft-hand pane lists all stations in the communication network bymeans of icons and names. Clicking any icon or name displays in

the right-hand pane the status of the communication network asseen from the receiving station in the left-hand pane.

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If a red A, B or AB is displayed superimposed on an icon, thisindicates that the station has a network communication error on

net A, B or both.Sending Station

Identification of the OS, HS or PS sending messages to thereceiving station.

Msg pr. 100 sec

The total number of messages being received every 100 secondson both networks.

Lost Msg Net A

The number of lost messages on network A.

Lost Msg Net B

The number of lost messages on network B.

IpAddress

The Internet Protocol (IP) address of the sending station.

The right-hand pane is static and once information has beendisplayed it is not updated. You can update the information either

by reselecting the Net Status page or by right-clicking anywhereon the page to display the following shortcut menu:

Select Print Image to print the content of the current page.

Select the Update Statistics command to update the statistical

information for the selected station in the right-hand pane.Select the Show only errors command to filter the informationdisplayed in the right-hand pane so that only the stations with lostmessages are displayed.

19.3.6 Print Image

The Print Image command on the shortcut menu of the PS, PS

Redundancy, OS/HS or Net Status page allows you to print thecontent of the current page on your printer.

Selecting this command displays the Print dialog box.

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Select the appropriate printer from the Name drop-down list box.

Use the Properties button to select the printout format.

CommentThe text that you type in the Comment text box is printed in aseparate box on the top right corner of the printout.

Color print

Select this check box if a printout in colour is required.

19.4 Station ExplorerThe Station Explorer provides system status information for allsystem components in a selected process station, such as:

• For the basis system: applicable PS system information,

self-tests and environment checks (such as temperature check,fan alarm).

• For the IO Manager: information on all nodes and subnodesof all configured IO parts.

• For the Network: information on the redundant networks - Net A and Net B.

All nodes in the process station are represented by graphicalsymbols showing their current alarm status.

To display the Station Explorer dialog box:

1 Select System→Equipment.• The Equipment - System Status dialog box is displayed.

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2 Right-click on a PS line anywhere on the PS or PS

Redundancy page of the Equipment - System Status dialog

box.• The following shortcut menu is displayed:

3 Select Station Explorer....

• The Station Explorer dialog box is displayed, showing thePS that you right-clicked in step 2.

4 You can use the drop-down list box to select any other PSto be displayed.

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19.4.1 PS tree structure

The dialog box provides a tree structure showing all the nodes

and subnodes in the PS. The tree structure can be expanded andcollapsed, to display or hide information details. Graphicalsymbols are displayed to indicate the alarm status. Hotspotsymbols provide links to dialog boxes for displaying further information about the IO system.

19.4.2 Alarm status indicators

The following alarm status indicators may be displayed on thePS status view pane.

There is an error condition in this equipment node, and thealarm is not acknowledged. When acknowledged, a red circle isdisplayed (see below).

The error condition in this equipment node is no longer present, but the alarm is not acknowledged. When acknowledged, a greencircle is displayed (see below).

There is an error condition in this equipment node and the alarmis acknowledged.

The red arrow indicates that there is either an error or anunacknowledged alarm in one or more equipment subnodes.

Node and all sub equipment nodes are OK.

19.4.3 Hotspots

Hotspot symbols provide links to dialog boxes for displayingfurther information about the IO system:

Displays the Properties dialog box, which shows an overview of the software and hardware status of the selected PS. This featureis intended only for Kongsberg Maritime personnel.

Displays the IO Manager dialog box, which shows the status of the IO drivers and IO blocks for the selected PS. See IO Manager on page 288.

Displays the Driver Properties dialog box for the selected IOdriver. This feature is intended only for Kongsberg Maritime

personnel.

Displays a submenu:

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• For an IO driver:

– The Show RBUS IO Image command displays a graphicalview of the IO cards. See RBUS IO Image on page 289.

– The Show IO Driver command displays the Driver

Properties dialog box for the selected IO driver. Thisfeature is intended only for Kongsberg Maritime personnel.

• For an IO block (IO card):

– The Show IO Block command displays the IO Terminaal

Block dialog box, which shows information about theselected IO block and its IO points. See IO Terminal Block on page 291.

– The Properties command displays the Properties dialog boxfor the selected IO card. This feature is intended only for Kongsberg Maritime personnel.

• For a serial port:

– The Properties command displays the Properties dialog boxfor the selected serial port. See Propertie s — DpPs Serial

port on page 299.

Displays the IO Terminal Block dialog box, which showsinformation about the selected IO block and its IO points. See

IO Terminal Block on page 291.

19.4.4 Acknowledging PS system alarms

To acknowledge a PS system alarm:

1 Right-click on the appropriate node in the tree structure of the Station Explorer dialog box.


2 Select the appropriate command from the shortcut menu.

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• The Event List window is displayed, containing therelevant alarms:

– System Events for Node displays alarms for the selectedIO node.

– System Events for Node and Subnode displays alarmsfor the selected IO node and all subnodes.

– System Events for PS displays all alarms for theselected PS.

3 Acknowledge the alarm. For more information, see Acknowledging messages on page 124.

19.5 IO ManagerThe IO Manager dialog box displays an overview of the IOsystem, showing the IO drivers and IO blocks for a selectedstation.

To display the IO Manager dialog box, either:

1 Select System→Equipment.

• The Equipment - System Status dialog box is displayed.


Redundancy page of the Equipment - System Status dialog

box.


3 Select IO Manager.• The IO Manager dialog box is displayed.

or:

1 Start the Station Explorer (see Station Explorer on page 284).

2 Select the required PS from the drop-down list.

3 Click on the IO Manager icon ( ).

The IO Manager dialog box has three pages, which give anoverview of the IO Interface system:

• The IO Configurator page, in expandable tree view, presentsthe IO drivers, IO objects and IO blocks for the selected PS.

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• The IO Statistics page gives an overview of the connectedterminals and modules. This feature is intended only for

Kongsberg Maritime personnel.• The IO Library page presents the contents of the IO typical

library. This feature is intended only for Kongsberg Maritime personnel.

19.5.1 IO Configurator

Use the drop-down box to select the PS for which you willdisplay the IO drivers and IO blocks.

In the expandable tree view, the symbols are as follows:

1st level, lists the IO driver types ( )

2nd level, lists the IO drivers ( )

3rd level, lists the IO blocks in alphabetic order ( )

If you click on an IO driver name, the corresponding Driver

Properties dialog box is displayed.

If you click on an IO block name, the corresponding IO Terminal

Block dialog box is displayed. See IO Terminal Block on

page 291.

19.6 RBUS IO Image

The RBUS IO Image provides a graphical view of the status of the RBUS IO cards. This is intended as an aid to fault-findingin the IO system.

To display the RBUS IO Image:



3 Expand the IO Manager to locate the RBUSDriver.

4 Click on the sub-menu symbol ( ) and select the Show

RBUS IO Image command from the sub-menu.

The RBUS IO Image can be displayed either in the Overviewlevel or the Detailed level:

• When the Overview level is selected, the display correspondsto the physical layout of the IO cards as you see them in theIO cabinet.

• When the Detailed level is selected, more detailed card and

rack information is displayed. The Detailed level is intended primarily for Kongsberg Maritime personnel.

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19.6.1 Overview level

Example RBUS IO Images at the Overview level for an

RCU-based PS is shown below.

The alarm status indicators are the same as for the Station

Explorer. See Station Explorer on page 284.

If you click on an IO card, the IO Terminal Block dialog box isdisplayed showing information about the selected IO card and itsIO channels. See IO Terminal Block on page 291.

If you right-click on an IO card, a shortcut menu is disp layed:

• The Show IO Block command displays the IO Terminal Block

dialog box, showing information about the selected IO cardand its IO channels. See IO Terminal Block on page 291.

• If the IO card has an error condition, you can select the System

Events for Node or System Events for Node and Subnodes

command to display the Event List window containing the

relevant alarms.

The tool bar of the RBUS IO Image window provides thefollowing functions:

Displays the Overview level of the RBUS IO Image.

Displays the Detailed level of the RBUS IO Image.

Shows “out-of-rack” cards. Not relevant during normaloperation.

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Use this drop-down list box to select any other PS to be displayed.

Appears when an IO card is clicked.

Hides/shows the IO Terminal Block dialog box for the selectedIO card.

19.6.2 Detailed level

Example RBUS IO Image at Detailed level for an RCU-basedPS is shown below.

Rack positions containing PSs and power supply units are notshown on the Detailed level.

The information provided on the Detailed level is intended

primarily for Kongsberg Maritime personnel.

19.7 IO Terminal Block

The IO Terminal Block dialog box displays information about aselected IO block and its IO points. This is intended as an aid tofault finding in the IO system.

To display this dialog box, either:



3 Expand the appropriate driver to locate the required IO block.

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4 Either click on the block icon ( ), or click on the sub-menu

symbol ( ) and select the Show IO Block command fromthe sub-menu.

or:

1 Start the IO Manager (see IO Manager on page 288).

2 On the IO Configurator page, select the required PS fromthe drop-down list.

3 Expand the appropriate driver to locate the required IO block.

4 Click on the IO block name.

The content of this dialog varies according to the IO driver.

Note

For IO cards belonging to the RBUS driver, a block is the sameas an IO card, and a point is the same as an IO channel.

Station Explorer

The upper-left area displays the selected IO block, filtered fromthe expandable tree structure of the Station Explorer, and displays

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the driver, alarm status and the block tag of the selected IO block.For more details, see Station Explorer on page 284.

Tag

Displays the name of the selected IO block.

Description

Displays descriptive text for the selected IO block.

Task

Shows the scan rate for the selected IO block:

• Task 1 — Normal

• Task 2 — Quick

• Task 3 — Rapid

Auto

Not relevant for K-Pos DP systems.

Upper-right list box

The upper-right list box displays the IO block propertiesrepresented by parameters and values. When you point at a

parameter, a tool-tip is displayed, providing more explanatorytext.

IO Points

This area displays information about the IO points for theselected IO block.

Direction

The direction of the data flow:

• Output data flow

• Input data flow

IO tag

The name of the IO signal.

(IO point parameter symbol)

Clicking this symbol displays the IO Point Parameters sectionin the lower part of the dialog box.

Status

The status of the sensor value:

• OK

• Error

• SIM

Sensor value

The sensor value and its units.

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(signal conditioning elements)

Symbols representing the signal conditioning elementsused, in order of execution. See Signal Conditioning elementson page 295 for details.

Note

When the cursor is positioned over one of the bitmapsrepresenting an IO signal conditioning element, the name and

parameters of the element are displayed in a tool-tip window.

Eng. value

The engineering value and its units.

(Eng. status)

The status of the engineering value:

• OK

• Error

• SIM

Connection

For signals that are to be transferred between process stations,this field displays the name of the NetIO tag that corresponds tothis IO point.

Note

If you click a cell in the Conn ection column, the Connect/Disconnect

Terminal dialog box is displayed for the selected IO point. Thisdialog box has no function during normal operation.

Details

Clicking the Details button displays or removes the IO Point

Parameters and Eng. Signal Conditioning sections in the lower

part of the dialog box.

19.7.1 Shortcut menu

If you right-click on any displayed IO point tag, the followingshortcut menu is displayed:

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Resize Columns

Resizes the columns displayed in the IO Points area to fit thecontent of the columns.

19.7.2 Signal Conditioning elements

Signal conditioning elements are used in the IO points of an IO block to parameterize the input/output process signals and toscale the signals.

All signal conditioning elements are bidirectional, and may beused both on input and output signals, but some elements aremeaningful on input signals only.

The symbols are displayed between the Sensor value and Eng.

value columns in the IO Points area.

The signal conditioning includes elements for:

• Scaling

• Inversion

• Filtering

• Fail-safe value

• Compensation for wire resistance.

The available signal conditioning elements are as follows:Icon Element name Analogue Digital Input Ouput Description

Scale X X X Sensor scale maximum

Sensor scale minimum

Sensor unit

Engineering scale maximum

Engineering scale minimum

Engineering unit

Multi Scale X X X Number of points

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Icon Element name Analogue Digital Input Ouput Description

(For each point) Sensor point

(For each point) Engineering point

Sensor unit

Engineering unit

PT 100 X X Wire resistance

Sensor unit

Engineering unit

Engineering unit X X X Engineering scale maximum

Engineering scale minimum

Engineering unit

Fail-safe X X Fail-safe value

Freeze (check box):

Checked: Last usable value

Not checked: Fail-safe value

Filter X X Filter time (seconds)

Limit check X X X Gain

Bias

Use negative input value

Invert X X X None

Fail-safe X X Fail-safe value

Freeze (check box):

Checked: Last usable value

Not checked: Fail-safe valueFilter X X On delay (seconds)

Off delay (seconds)

19.8 IO Point Browser

The IO Point Browser allows you to search for IO points for a selected PS, and to display information about them. This isintended as an aid to faultfinding in the IO system.

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19.8.1 IO Point Browser dialog box

To display the IO Point Browser dialog box:

1 Select System→Equipment.

• The Equipment - System Status dialog box is displayed.


Redundancy page of the Equipment - System Status dialog box.


3 Select IO Point Browser.

• The IO Point Browser dialog box is displayed.

Station

Use this drop-down list box to select either all PSs, or the PSwithin which you want to browse.

Tag

Browse Criteria

Use this text box to enter the browse criteria. Wildcard characterscan be used.

Match caseUse this check box to make the Browse Criteria case sensitive.

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Match whole tag

Use this check box if the Browse Criteria text is the entire name

of the required IO point.

Match initial tag segment

Use this check box if the Browse Criteria text is the beginning of the name of the required IO points.

IO Status

Use these check boxes to restrict the search to IO points whichhave the specified status:

• IO OK

• IO Manual

• IO Passive

• IO Error

• IO FailSafe

• IO Error Override

Browse by IO Tag

Use this command button to search for IO points whose namesatisfies the specified Browse Criteria.

Browse by Module Tag

Not relevant for K-Pos DP systems.Details

Clicking the Details button displays or removes the IO Point

Parameters and Eng. Signal Conditioning sections in the lower part of the dialog box.

Browse results

The upper-left area displays information about the IO pointsthat satisfy the search criteria. This is the same information asdisplayed on the IO Terminal Block dialog (see IO Terminal Block on page 291), with one additional column:

• PS — The name of the PS that contains the IO point.

19.8.2 Shortcut menu

If you right-click on any IO point tag displayed in the browser window, the following shortcut menu is displayed:

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Resize ColumnsResizes the columns displayed in the IO Point Browser dialog boxto fit the content of the columns.

Show IO Block

Allows you to view configuration information for the selected IOBlock by displaying the corresponding IO Terminal Block dialog

box. See IO Terminal Block on page 291.

19.9 Properties — DpPs Serial port

The Properties — DpPs Serial port dialog box shows the propertiesand configuration of a selected serial port.

To display the Properties — DpPs Serial port dialog box:



3 Expand IO Manager, ComAs and the required serial line tolocate the required serial port (in the example below Serial

port 101).

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4 Click on the sub menu icon ( )

• A shortcut menu is displayed.

5 Select Properties on this shortcut menu.

• The Properties — DpPs Serial port dialog box is displayed.The information provided on the Properties — DpPs Serial

port dialog box is intended primarily for Kongsberg Maritime personnel.

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19.9.1 SerPort page

Enable configuration

When selected, the configuration shown is enabled.

Baud rate Shows the baud rate (110, 300, 600, 1200, 2400, 4800, 9600,19200, 38400 baud).

Parity

Shows the parity (No, Even, Odd).

Number of data bits

Shows the number of data bits (5, 6, 7, 8 bit).

Number of stop bits

Shows the number of stop bits (1, 2 bit).

Protocol

Protocols available; Ecma24, Kos100, End of File, End of Record, Raw, Xon/Xoff, Siemens 3946L, 3946H, 3946RL,3946RH, Measurex, UniTelWay, SMC, Polled raw, End of Record/Raw, Kos 150, Inter Frame Gap, Time sync.

EOR char. input

Shows the End of Record character input in hexadecimal.

EOR char. output

Shows the End of Record character output in hexadecimal.

HW handshake

Shows the Hardware handshake (No, RTS@Send,

RTS@Receive) - (RTS is short for Request To Send).

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HW selection

Shows the Hardware selection (Default, RS232, RS422, RS485).

Auto disable interrupts

To automatically disable interrupts, select this check box andclick the OK or Apply button.

Max. interrupt rate receive

Shows the highest recorded receive interrupt rate for this serial port (since startup or reset).

Max. interrupt rate exception

Shows the highest recorded exception interrupt rate for this serial port (since startup or reset).

19.9.2 Int status page

The Int. status page of the Properties — DpPs Serial port dialogfor the ComAs driver displays the interrupt status of a selectedserial port.

Reset disabled serial port

To reset a disabled serial port, select this check box and click the OK or Apply button.

Reset max. interrupt rate

To reset the displayed values for Max. receive interrupt rate andMax. exception interrupt rate, select this check box and click the OK or Apply button.

Disabled due to high receive rate

Indicates whether the selected port is disabled due to high receiverate (0 = enabled, 1 = disabled).

Disabled due to high exception rate

Indicates whether the selected port is disabled due to highexception rate (0 = enabled, 1 = disabled).

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Receive interrupt rate

Shows the current receive interrupt rate for this serial port.

Exception interrupt rateShows the current exception interrupt rate for this serial port.

Max. receive interrupt rate

Shows the highest recorded receive interrupt rate for this serial port (since startup or reset).

Max. exception interrupt rate

Shows the highest recorded exception interrupt rate for this serial port (since startup or reset).

19.10 Resetting a disabled serial line

A serial port may be automatically disabled by the system to protect the K-Pos DP controller computer system from hightraf fic caused by an excessively high number of interrupts.

If an automatic disable of interrupt has been performed whenreading serial line data from, for example, a position-referencesystem, a timeout alarm is issued. The message includes therelevant driver tag.

This section describes how to manually reset a disabled serialline so that the process station can continue reading input on thatserial line. This procedure can be performed without restarting

the controller computer.1 In the Dynamic Alarm Page of the Event List window,

right-click the relevant message.


2 Select Station Explorer on this shortcut menu.

• The Station Explorer dialog box for the serial line that hasan error is displayed.

3 Click the Driver Properties hotspot (the indicator to the right

of FanbeamDrv_2 in this example).• The Driver Properties dialog box is displayed.

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4 Click the Driver operation page tab.

• The Driver operation tabbed page is displayed.

5 Select the Reset disabled serial port check box.6 Click the OK button.

• The serial line is reset.

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Built-in trainer

20 BUILT-IN TRAINER This chapter contains the following sections:

20.1 Trainer functions ......................................................30520.2 Using the trainer.......................................................30520.3 Leaving the trainer ...................................................307

20.1 Trainer functions

The built-in trainer provides functions for operator training basedon a simulated system. Simulations are perfomed at the systemconsole with no additional equipment required.

In order to use an Operator Station for training, it must beconnected to the MainSimulator controller process station (PS)group (seeConnecting to a controller PS group on page 157).When this condition is met, the text SIMULATING (or other configuration-specific text) is displayed flashing on the title bar.

If an Operator Station is not in command of a controller PSgroup, you can connect it to any available group (such asMainSimulator) at any time. However, if the Operator Stationhas command of a controller PS group, this system must be inStandby mode before you can connect the Operator Station toa different group.

In K-Pos DP systems with more than one Operator Station, the built-in trainer can be used at one OS at the same time as theother OSs are used for normal DP operation without affecting theactual operation of the vessel. In this case the OSs are connectedto different controller PS groups. Before leaving an Operator Station after a training session, you should prepare the OS for DPoperation by connecting it to the Main controller PS group or another relevant controller PS group.

20.2 Using the trainer

To use the trainer:

1 Ensure that the vessel is controlled from the bridge or fromanother K-Pos DP OS. For systems with only one DP-OS,the DP system must be in Standby mode.

2 Select MainSimulator on the Connect dialog box(seeConnecting to a controller PS group on page 157).

3 Click the OK or Apply button.

• The Operator Station is connected to the MainSimulator

controller PS group.

• All other Operator Stations are still connected to the Main(or another relevant) controller PS group.

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• While the Operator Station is connected to theMainSimulator controller PS group, the text

SIMULATING (or other configuration-specific text) isdisplayed flashing in the title bar.

4 Take command of MainSimulator at the Operator Station(see Command transfer on page 148).

• The TAKE status lamp on the operator panel is lit.

5 Select OffLoad→Select Buoy to display the Select Buoy

dialog box..

6 Choose which buoy you want to simulate on.


8 Select System→Trainer.

• The Trainer Settings dialog box is displayed.

• The values for Start Position, Wind Speed, etc. shown onthe Trainer Settings dialog box are the values which werein use when the previous training session was stopped(providing no stop or restart of the OS has taken place inthe meantime).

9 Enter the required Buoy Offset (relative to the vessel’s bow).When no buoy is selected, this field is not displayed.

10 If no buoy is selected, enter the Start position of the vesselfrom where you want to start the simulation. You can select

to move to this position whenever the system returns toStandby mode by selecting the corresponding check box.

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Note

It is recommended to select the M ove to this positi on in Standby

mode check box.

11 Enter the required Wind and Sea Current values to be usedduring the simulation.

12 Enter the vessel Draught to be used during the simulation.


• The system is now ready for simulation.

14 Use the system as you would during normal operation.

20.3 Leaving the trainer

Before leaving an Operator Station after a training session,we recommend that you prepare the OS for DP operation byconnecting it to the Main or another relevant controller PS group.

1 Go to Standby mode.

2 Select System→Connect.

• The Connect dialog box is displayed.

3 Select Main (or another relevant controller PS group).


• The Operator Station is connected to the Main (or another relevant) controller PS group.

• The values for Start Position, Wind Speed, etc. enteredin the Trainer Settings dialog box are saved for use asstart-up values in a future training session.

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21 DP ONLINE CONSEQUENCE ANALYSISThis chapter contains the following sections:

21.1 DP online consequence analysis ..............................30821.2 Selecting the DP class ..............................................30921.3 Consequence analysis status messages ....................30921.4 Consequence analysis alarm messages ....................310

21.1 DP online consequence analysis

The DP Online Consequence Analysis function performsanalyses to determine the vessel’s ability to maintain its positionand heading after predefined worst-case single equipment

failures. The analyses are called “online” because they consider the present environmental conditions, thruster status and power consumption.

This function satisfies the requirements of IMO Equipment Class2 and Equipment Class 3.

The analysis checks whether the thrusters remaining in operationafter a worst-case single failure are able to generate the sameresultant thruster force and moment as required before the failure,and whether the remaining generators are able to produce asuf ficient amount of power. An alarm message is issued if a

failure would result in lack of thrust or power, and subsequentlydrift-off.

The worst-case single failures that are simulated are predefinedaccording to the power and thruster configuration of the vessel.Typically, these failures will be the loss of one completeswitchboard, one engine room, or a group of thrusters that can

be affected by a single equipment failure.

Consequence analyses are performed cyclically, every minute,whenever the following criteria are satisfied:

• The vessel is in Auto Position or Weather Vane mode

(consequence analysis can also be performed in other modes,if configured).

• The position setpoint status (PosMode) displayed in the Status bar is PRESENT (for Auto Position mode).

• The heading setpoint status (HdgMode) displayed in theStatus bar is PRESENT (for Auto Position mode).

• DP Class 2 or 3 is selected.

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Note

By default, the DP Online Consequence Analysis function is switched off. Prior to engaging Class 2 or Class 3 operations,the corresponding class of operation must be selected using theDP Class dialog box.

21.2 Selecting the DP class

DP Class 2 or 3 must be selected on the Dp Class dialog box toactivate the DP Consequence Analysis.

To display this dialog box, select AutoPos→Dp Class.

If confi

gured, the currently selected DP Class is indicated in theClass field of the status bar.

21.3 Consequence analysis status messages

When the DP Online Consequence Analysis function is activated,an information message is displayed:

Consequence analysis running class 2

or

Consequence analysis running class 3

When the system mode is changed from automatic control, or if you explicitly turn off the function using the DP Class dialog box,the following information message is displayed:

Consequence analysis stopped

During a change of position or heading, the failure simulationsare temporarily halted. When the vessel reaches PRESENT

position and PRESENT heading, the failure simulations arestarted again. No information messages are issued for this typeof temporary halt.

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21.4 Consequence analysis alarm messages

If an analysis detects that a given worst-case single equipmentfailure will result in insuf ficient thrust or power to maintain thevessel’s position and heading, an alarm message is displayed:

Consequence analysis drift off warning

This message is followed by additional information whosecontent depends on the type of failure simulated and whether insuf ficient thrust or insuf ficient power was detected. For example:

power critical if bus 1 lost

thrust critical if thrusters 1-4 lost

thrust critical if port diesel lost

If the message indicates that thrust is critical, you should enablemore thrusters. If the message indicates that power is critical,you should make more power available. Alternatively, changeto a more favourable heading.

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Display views

22 DISPLAY VIEWSThis chapter contains the following sections:

22.1 Deviation view.........................................................31122.2 Dev WVane view .....................................................31522.3 General view ............................................................31722.4 Joystick view............................................................32022.5 Numeric view...........................................................32422.6 Num WVane view ....................................................32622.7 Performance area .....................................................32822.8 Posplot view.............................................................33422.9 Power view............................................................... 34822.10 Power Consumption view........................................352

22.11 Refsys view..............................................................35322.12 Refsys Status view ...................................................36122.13 Sensors view ............................................................36222.14 STL Monitor view....................................................36722.15 Thruster views..........................................................37022.16 Trends view..............................................................38722.17 WVane view............................................................. 391

22.1 Deviation view

The Deviation view shows a combination of graphical andnumerical performance data. The information is displayed usinglarge, clear text and graphical symbols.

The information displayed depends on the current operatingmode.

See Selecting a display view on page 89 for a description of howto select display views.

22.1.1 Position and heading

The information shown in Figure 62 is always displayed on theDeviation view.

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Figure 62 Deviation view in Joystick mode

This is the present vessel position. If you click this value, the position setpointtogether with the text Setpoint are displayedin another colour for a few seconds.

This is the present vessel heading. If you click this value, the heading set pointtogether with the text Setpoint are displayedin another colour for a few seconds.

22.1.2 Position and heading deviationIn most of the DP operating modes:

• The deviation between the present position and the positionsetpoint is displayed whenever both the surge and sway axesare under automatic position control.

• The deviation between the present heading and the headingsetpoint is displayed whenever the yaw axis is under automaticheading control.

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Figure 63 Deviation view in Auto Position mode

The position deviation is shown bothgraphically and numerically.

The position deviation is indicateddynamically by a filled circle whose radiusrepresents the deviation from the positionsetpoint. The colour of the circle changesin relation to the warning and alarm limitsfor position deviation (if active). If the

position deviation exceeds the availabledisplay range, a plus (+) sign is displayedin the circle.

An arrow symbol shows whether theestimated position is moving towards(decreasing deviation) or away from(increasing deviation) the position setpoint.This arrow also changes colour depending onincreasing or decreasing position deviation.The position of the arrow symbol indicatesthe bearing from the position setpoint to the

present position.

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When the position warning and alarm limitsare active, they are shown as solid-drawn

circles. When inactive, they are shown asdashed circles.

When placing the cursor above the position deviation area, the cursor changesappearance from an arrow to a pointinghand. Clicking the left trackball button withthe hand displayed opens the Alarm Limits

dialog box, displaying the Position page. Thewarning and alarm limits for vessel positioncan be activated and changed on this page.

Using the view control dialog box, you canselect either a true or a relative display.

The heading deviation is shown bothgraphically and numerically.

The heading deviation is indicateddynamically by a two-directional bar whichrepresents the deviation from the headingsetpoint. The colour of the bar changes inrelation to the warning and alarm limits for heading deviation (if active). If the deviationexceeds the available display range, a plus

(+) sign is displayed in the bar.

The heading deviation is defined positivein the starboard direction relative to theheading setpoint.

An arrow symbol shows whether theestimated heading is moving towards(decreasing deviation) or away from(increasing deviation) the heading setpoint.This arrow also changes colour depending onincreasing or decreasing heading deviation.

When the heading warning and alarm limitsare active, they are shown as solid-drawnlines. When inactive, they are shown asdashed lines.

When placing the cursor above theheading deviation area, the cursor changesappearance from an arrow to a pointinghand. Clicking the left trackball buttonwith the hand displayed opens up the Alarm

Limits dialog box, displaying the Position

page. The warning and alarm limits for

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Display views

vessel heading can be activated and changedon this page.

22.1.3 View controls

To display the view control dialog box:

1 Place the cursor anywhere in the Deviation view and click the right trackball button.



• The Performance view control dialog box is displayed.

True

True display of position deviation. The graphical display of position deviation is displayed in a fixed orientation (north up).

Relative

Relative display of position deviation. The graphical displayof position deviation is displayed relative to the vessel heading(head up).

22.2 Dev WVane view

The Dev WVane view displays the key deviation informationfrom the WVane view in a larger and clearer format for easier monitoring.

See Selecting a display view on page 89 for a description of how

to select display views.

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Figure 64 Dev Wvane view

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Display views

Base distance

The estimated distance from the vessel reference point(for example, bow or mating cone) to the base position. If you click on this value, the setpoint radius is displayed inanother colour for a few seconds.

Deviation

The difference between the base distance and the setpointradius.

Heading

The estimated vessel heading. If you click on this value,the heading setpoint is displayed in another colour for afew seconds.

Heading Deviation

The difference between the estimated heading and theheading setpoint.

Ref. point/Base

The angle between the estimated vessel heading and thedirection of the base position from the reference point of the vessel. Ideally this angle should be zero during weather vaning operations.

22.3 General view

The General view shows a combination of graphical and

numerical performance data.

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The information displayed depends on the current operationalmode.


22.3.1 Position, heading and speed

The information shown in Figure 65 is always displayed on theGeneral view.

Figure 65 General view in Joystick mode

This is the present position. If you click this

value, the position setpoint together with thetext Setpoint are displayed in another colour for a few seconds.

This is the present heading. If you click thisvalue, the heading setpoint together with thetext Setpoint are displayed in another colour for a few seconds.

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Display views

This is the present Rate Of Turn.

This is the present true speed (relative to theground) both forward/aft (surge axis) and

port/starboard (sway axis).

22.3.2 Position and heading deviation

In most of the DP operating modes:

• The deviation between the present position and the positionsetpoint is displayed whenever both the surge and sway axesare under automatic position control.

• The deviation between the present heading and the headingsetpoint is displayed whenever the yaw axis is under automaticheading control.

Figure 66 General view in Auto Position mode

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The position deviation is shown bothgraphically and numerically.

Using the view control dialog box, you canselect either a true or a relative display.

See Deviation view on page 311 for adetailed description of this display.

The heading deviation is shown bothgraphically and numerically.

See Deviation view on page 311 for adetailed description of this display.



1 Place the cursor anywhere in the General view and click theright trackball button.




True

True display of position deviation. The graphical display of position deviation is displayed in a fixed orientation (north up).

Relative

Relative display of position deviation. The graphical displayof position deviation is displayed relative to the vessel heading(head up).

22.4 Joystick view

The Joystick view shows the thrust setpoint and response, andthe vessel speed in the various axes, to assist during positioningwith the joystick alone.


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Figure 67 Joystick view (example)

Shows the axes that are under joystick control.

In the example view displayed, all threeaxes Yaw, Surge and Sway are controlled

by the joystick.

This is a graphical display of the rotationalmoment setpoint (upper) and the obtainedrotational moment (lower).

The numerical value of the obtainedrotational moment is displayed.

The values represent the demand fromthe controller and the obtained momentcalculated from the thruster feedback.

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This is a graphical display of the surge forcesetpoint (left) and the obtained surge force

(right).

The numerical value of the obtained surgeforce is displayed.

The values represent the demand from thecontroller and the obtained surge forcecalculated from the thruster feedback.

This is a graphical display of the sway forcesetpoint (upper) and the obtained sway force(lower).

The numerical value of the obtained swayforce is displayed.

This value represent the demand from thecontroller and the obtained sway forcecalculated from the thruster feedback.

This is the estimated surge and sway speedat the vessel’s Midships position.

The resulting force and speed vectors areshown graphically.

The numeric values show the range of thedisplay for both force and speed.

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Display views

This is the estimated sway speed at the bowof the vessel. This value is calculated from

the vessel dimensions and the estimatedRate Of Turn.

This is the estimated sway speed at the sternof the vessel. This value is calculated fromthe vessel dimensions and the estimatedRate Of Turn.

This is the estimated Rate Of Turn.

This shows the status of the speed estimates.

• OK — The system is receiving acceptable position and heading information, and atleast one speed sensor is In Use.

• Manual — Manual speed is In Use.

• Model — No speed sensor or Manualspeed enabled, but at least one

position-reference system is accepted.

• Dropout — No speed sensors or position-reference systems enabled.

This shows the present joystick thrust settingas selected on the Joystick Settings dialog

box (see Joystick Settings dialog box on page 116) which can be either Full Thrust or Reduced Thrust.

The present joystick precision setting asselected on the Joystick Settings dialog boxis shown (see Joystick Settings dialog boxon page 116). The joystick precision settingcan be either High Speed Precision, General

Precision or Low Speed Precision.This shows the axes that are currentlyselected for environmental compensation(see Joystick Settings dialog box on

page 116).

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This shows the joystick demand as a percentage of the maximum available

demand in surge, sway and yaw axes.

A graphic display of the joystick setpointis shown. If this Operator Station is notin command, the graphic display shows

both the setpoint from this Operator Station(Local) and the setpoint from the operator

Station that is in command.This information can be used to ensurea bumpless transfer when you move thecommand from one OS to another.

This information can also be used for checking that the joystick is functioning.Consider whether the joystick is functioning

by comparing the displayed joystick setpointto the actual joystick deflection (surge andsway) and the degree of rotation (yaw).

22.5 Numeric viewThe Numeric view shows performance data in numerical form.


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Figure 68 Numeric view (example)

The position setpoint, present position and position deviation in north (N) and east (E)direction are shown.

These are the position deviation as rangeand both true and relative bearings from the

present position to the position setpoint.

Heading setpoint, present heading andheading deviation are shown.

These are the Rate Of Turn setpoint and

present Rate Of Turn.

This displays the vessel speed setpoint, present speed and true or relative directionof vessel movement (as selected using thePerformance view control dialog box).

This displays the warning and alarm limitsfor position and heading deviation. Thecheck boxes show whether the limits arecurrently active.

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Current force displayed as relative values(selected using the Performance view control

dialog box).

This is the relative sea current force exertedon the vessel in Surge and Sway directions.Moment is the rotation moment exerted onthe vessel by the sea current.

Current force displayed as true values(selected using the Performance view controldialog box).

This is the sea current force exerted on thevessel in north (N) and east (E) directions.

Moment is the rotation moment exerted onthe vessel by the sea current.



1 Place the cursor anywhere in the Numeric view and click theright trackball button.




True

True display of direction of vessel movement and current force(relative to the North direction).

Relative

Relative display of direction of vessel movement and currentforce (relative to the vessel heading).

22.6 Num WVane view

The Num WVane view shows, in numerical form, performancedata that is relevant during weather vaning operations.


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Display views

Figure 69 Num WVane view

Setpoint

The setpoint radius.

Present

The estimated distance from the vessel reference point (for example, bow or mating cone) to the base position.

Deviation

The difference between the present base distance and thesetpoint radius.

Hdg

Heading setpoint, present heading and heading deviationare shown.

The position setpoint, present position and positiondeviation in north (N) and east (E) direction are shown.

The position deviation as range and both true and relative bearings from the present position to the position setpoint.

The Rate Of Turn setpoint, the present Rate Of Turn, thespeed setpoint and the present speed. The relative direction

of vessel movement is also shown.

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22.7 Performance area

The performance area shows important performance informationto allow immediate assessment of the situation. The contentof this view cannot be altered by the operator, but changeautomatically according to the selected main mode.

Several parts of the performance area are click-sensitive (seeTooltip/hotspot cursor and change of cursor image on page 87.At the same time as the cursor image changes when it is movedover a click-sensitive object, a hotspot cursor text in a yellowframe (the tooltip) is displayed for a few seconds. This textexplains the use of the click-sensitive object.

Figure 70 Performance area (example with Auto position mode selected)

This shows status information for gyrocompasses, windsensors, VRSs, thrusters and position-reference systems.The Gyro, Wind and VRS indicators (orange lamp and

text) are only shown when the gyrocompasses/sensors aredisabled. The Thrusters indicator (orange lamp and thetext Thrust) is only shown when one or more of the vesselsthree axis (surge sway or yaw) are under automatic controland the thrust being provided by the propulsion system isinsuf ficient to maintain automatic control.

Reference Systems shows the status for each position-reference system or transponder. The informationdisplayed is similar to the reference system statusinformation in the Refsys view (see Refsys view on

page 353). In addition, the position Offset during the last

second is displayed as a bar graph (portion of 10 m) for each reference system.

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Display views

The Gyro/Wind/VRS and Reference Systems areas areclick-sensitive. The ordinary cursor changes to a pointinghand when positioned over these areas. Clicking the lefttrackball button displays the relevant display view in theworking area: the Sensors view or the RefSys Status view.

This shows the consumed power for each main bus ingraphical form as a percentage of available power.

The view is dynamically updated to always show thecurrent bus topology.

This area is click-sensitive. The ordinary cursor changes toa pointing hand when positioned over this area. Clickingthe left trackball button displays the Power view in theworking area.

This shows numerical and graphical information relevantfor manual and automatic heading control functions.The information changes automatically according to theselected main mode.

In Auto Position and Joystick modes:

The vessel heading as estimated by the Vessel Model is

shown graphically against a rotating compass rose and as anumeric value. This is indicated by the text Model beingshown. The heading setpoint is shown graphically on thecompass rose as a vertical purple line. The left and rightarrows indicate the direction in which the vessel is turning;

port (left pink arrow) or starboard (right pale green arrow).

This area is click-sensitive. The ordinary cursor changes toa pointing hand when positioned over this area. Clickingthe left trackball button opens up the Sensors dialog box.

The vessel’s Rate Of Turn (ROT) is shown numerically.

In Auto Position mode and Joystick mode with automaticheading control:

The heading deviation is shown both graphicallyand numerically. The heading deviation is indicateddynamically by a two-directional bar which represents thedeviation from the heading setpoint. The colour of the bar changes in relation to the warning and alarm limits for heading deviation (if active). If the deviation exceeds theavailable display range, a plus (+) sign is displayed in the

bar.

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An arrow symbol shows whether the estimated headingis moving towards (decreasing deviation) or away from(increasing deviation) the heading setpoint. This arrowchanges colour depending on increasing or decreasingdeviation.

This area is click-sensitive. The ordinary cursor changes toa pointing hand when positioned over this area. Clickingthe left trackball button opens up the Alarm Limits dialog

box.

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).

This area is click-sensitive. The ordinary cursor changes toa pointing hand when positioned over this area. Clicking

the left trackball button opens up the Joystick Settingsdialog box.

In Approach mode and Weather vane mode:


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In STL Connect mode and STL Loading mode withautomatic position control in both surge and sway:

The position deviation is shown both graphically andnumerically.

The position deviation is indicated dynamically by a filledcircle whose radius represents the deviation from the

position setpoint.

An arrow symbol shows whether the estimated positionis moving towards (decreasing deviation) or away from(increasing deviation) the position setpoint. This arrowchanges colour depending on increasing or decreasingdeviation.


box.

In Auto Position mode and Joystick mode with automatic position control in both surge and sway:

The position deviation is shown both graphically andnumerically.

The position deviation is indicated dynamically by afi

lled circle whose radius represents the deviation fromthe position setpoint. The colour of the circle changesin relation to the warning and alarm limits for positiondeviation (if active). If the position deviation exceeds theavailable display range, a plus (+) sign is displayed in thecircle.

An arrow symbol shows whether the estimated positionis moving towards (decreasing deviation) or away from(increasing deviation) the position setpoint. This arrowchanges colour depending on increasing or decreasingdeviation.


box.

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In Joystick mode:

The joystick setpoint in surge/sway is shown graphicallyand numerically (by a set of four pairs of bars arrangedin a cross formation).

The joystick setpoint is indicated by the purple left or upper bar and shown as two percentage values (ahead or asternfor surge and port or starboard for sway). The response tothe joystick setpoint (feedback) is indicated by the greenright or lower bar.

The tilt of the joystick is indicated by the filled purple circleand dashed purple coordinate lines that are positionedrelative to the center of the cross formation (zero tilt).

Note

The joystick setpoint relative to the joystick tilt depends onthe joystick thrust and the active joystick precision settings.


box.

In Joystick mode with either the surge or the sway axis

under automatic control:

The joystick setpoint and response for the axis in joystick control is indicated as described for Joystick mode above.

Position deviation in the axis under automatic control isindicated by a single two-directional bar which representsthe deviation from the position setpoint. The colour of the

bar changes in relation to the warning and alarm limitsfor position deviation (if active). If the position deviationexceeds the available display range, a plus (+) sign isdisplayed in the bar.


box.

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Display views

This is the present position and the present true speed(relative to the ground) both forward/aft (surge axis) and

port/starboard (sway axis). If you click these values,the position setpoints together with the text Setpoint aredisplayed in another colour for a few seconds.

This area is click-sensitive. The ordinary cursor changes toa pointing hand when positioned over this area. Clickingthe left trackball button displays the position and speedsetpoints in another colour for a few seconds.

This is the Force Balance area.

The direction and magnitude of the thruster turning

moment is indicated by the green, two-directional bar located at the top of the area.

If the yaw axis is under automatic control and the thruster force being used to maintain the vessel on the wantedheading exceeds predefined limit values for percentage of available thruster force, the colour of the two-directional

bar changes (typical values):

• Orange — 60% to 80%.

• Red — 80% to 100%.

The direction of the thruster force, relative to the fore/aftand port/starboard axes of the vessel is indicated by a greenarrowhead that points out from the center of the vesselsymbol. The calculated magnitude of the thruster forceis represented by the shape and size (width) of the greenarrowhead.

If the surge and/or sway axes are under automatic controland the thruster force being used to maintain the vessel atthe wanted position in the selected axes exceeds predefinedlimit values for percentage of available thruster force, thecolour of the arrowhead and the text Force changes (typical

values):

• Orange — 60% to 80%.

• Red — 80% to 100%.

The direction the wind comes from, relative to the fore/aftand port/starboard axes of the vessel is indicated by arotating purple arrowhead that points in towards the center of the vessel symbol. The magnitude of the wind forceis represented by the shape and size (width) of the purplearrowhead.

The identifi

cation of the wind sensor in use is shown bythe number following the purple text Wind. If all of thewind sensors are disabled or become unserviceable the

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last known valid wind sensor measurement is used. Theidentification number of the wind sensor in use is removed

and the word Freeze (in red) is displayed.

The direction the sea current comes from, relative to thefore/aft and port/starboard axes of the vessel is indicated bya rotating blue arrowhead that points in towards the center of the vessel symbol. The magnitude of the sea currentforce is represented by the shape and size (width) of the

blue arrowhead.

This area is click-sensitive. The ordinary cursor changes toa pointing hand when positioned over this area. Clickingthe left trackball button displays the thruster main (Thr

Main) view in the working area.

22.8 Posplot view

The Posplot view displays the vessel’s position relative to the position and heading setpoints and to other displayed objects,such as the position of transponders. The prevailing wind andcurrent are also displayed.

Using the Posplot view control dialog box, you can:

• Select either a true or a relative display, with either the position setpoint or the present vessel position at the center of the display (see Mode page on page 340).

• Display or remove various features on the view (see Show page on page 341).

• Show or hide a chart on the Posplot view, and also show or hide the compass rose. In addition, you can select betweenshowing the classical circular view or using the entire viewfor chart display (see Chart page on page 342).

• Show or hide the grid, and select grid type and grid spacing(see Grid page on page 342).

NoteGrid display is only possible when the range is 10 000 mor less. When the range is larger than 10 000 m, the grid disappears automatically. Maximum range is 3 000 km.

• Specify the display range, i.e. distance from center to edge of plot (see Range page on page 343).

• Display or hide a trace line and trend symbols, and alsospecify the sample rate and the extent of the trace line/trendsymbols (see Trace page on page 343).

The EBL (Electronic Bearing Line) button can be used for measuring positions, distances and bearings on the display.

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Figure 71 Posplot view (example)

The example Posplot view shown in Figure 71 shows some of theavailable display features. The figures with text that follow theexample describes all the standard features of the Posplot view.Additional features which relate to specific operational modes aredescribed together with the appropriate operating procedure.

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The compass rose is marked with degrees.The north/south and east/west geographical

axes are displayed. The red portion of thenorth/south axis indicates the direction of north.

This is the vessel symbol that indicates the position of the vessel, relative to knownreference points and directions. The vessel’sMidships position is marked with a smallcross. The currently-selected rotation center is marked with a small circle. The size of the vessel symbol is dynamically scaledaccording to the selected display range. This

vessel symbol is exchanged by an unscaledsymbol at small and large range values.

Note

When changing the Posplot view to closerange or long range, the vessel symbol changes from showing the correct form and dimensions of the vessel into a simpli fied

shape with a constant size.

This is the position setpoint symbol. Byselecting and moving this symbol you canchange the position setpoint (see Marking anew position setpoint on the Pospl ot viewon page 227).

When relaxed controller mode is in use(selected from the Gain dialog box), theradius for relaxed control is shown as ashaded area with the position setpointas center. The area around this circle isclick-sensitive. You can easily adjust the

relaxed control radius by clicking in thisarea to open the Gain dialog box to set a newvalue. If you select to hide the setpoint fromthe Show page on the Posplot view controldialog box (see Show page on page 341), theshaded area indicating the relaxed controlradius will also be hidden.

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When Green controller mode is in use(selected from the Gain dialog box), the

outer and inner control radii are indicated onthe Posplot view, with the position setpointas center. The inner radius is indicated by agreen, shaded circle.

The predicted trajectory for the vessel isdisplayed as a line pointing from the rotationcenter.

The position carrot that regulates smoothvessel movement is displayed as a small

asterisk. When the position setpoint ischanged, the position carrot moves towardsthe new setpoint. The speed of the carrot’smovement depends on the speed setpoint.

This is the heading setpoint symbol. Byselecting and moving this symbol you canchange the heading setpoint (see Marking anew heading setpoint on the Posplot viewon page 232).

This is the present heading symbol.

The heading carrot that regulates smoothvessel movement is displayed as a small

pointer. When the heading setpoint ischanged, the heading carrot moves towardsthe new setpoint. The speed of the carrot’smovement depends on the Rate Of Turn

setpoint.

This shows the rotation center. Whena rotation center other than Midships isused, the coordinates of the rotation center relative to Midships is displayed. This areais click-sensitive. If you click this text, theselected (but not necessarily active) rotationcenter is displayed in another colour for afew seconds.

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This displays range value anddecrease/increase buttons. The Range

value is the distance from center to edgeof plot. The button decreases thedisplayed range. The button increasesthe displayed range.

The Grid value is the spacing between gridlines or circles.

The grid spacing is automatically adjustedwhen decreasing/increasing the displayrange.

This shows the wind arrow. The arrow

rotates around the compass rose to show thetrue wind direction (filtered measurementfrom the wind sensor). An arrow pointingtoward the plot indicates “comes from”direction, and an arrow pointing outwardsfrom the plot indicates “goes to” direction.The direction of the arrow depends on theunits setting for wind direction as selectedusing the Display Units dialog box (seeWind, waves and sea current direction on

page 105).

This is the true wind speed and direction(filtered measurements from the windsensor). An “s” in front of the “degrees”symbol in the unit for wind direction means“setting” (goes to). This is selected using theDisplay Units dialog box (see Wind, waves

and sea current direction on page 105).

This shows the true sea-current arrow. Thearrow rotates around the compass rose toshow the true sea-current direction. Anarrow pointing toward the plot indicates“comes from” direction, and an arrow

pointing outwards from the plot indicates“goes to” direction. The direction of thearrow depends on the units setting for sea current direction as selected using theDisplay Units dialog box (see Wind, waves

and sea current direction on page 105).

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This is the sea-current speed and truedirection. An “s” in front of the “degrees”

symbol in the unit for current directionmeans “setting” (goes to) if selectedusing the Display Units dialog box (seeWind, waves and sea current direction on

page 105).

This shows a transponder symbol for a position-reference system.

A circle around a transponder symbolindicates that this transponder is theReference Origin. An empty circle indicates

that the Reference Origin transponder has been deselected.

These are position warning and alarm limitcircles (centred on the position setpoint).With automatic surge and sway control,and with position limits enabled, thesecircles indicate the warning and alarm limitsfor position deviation. When the vesselreference point crosses the warning limitcircle, a warning is given. When the vesselreference point crosses the alarm limit circle,

an alarm is given. The position warningand alarm limit circles are hidden when the

position setpoint is hidden (see Show pageon page 341).

These are heading warning and alarm limitmarkers (centred on the heading setpoint).With automatic yaw control, and withheading limits enabled, these markersindicate the warning and alarm limits for heading deviation. When the vessel headingcrosses the warning limit, a warning is

given. When the vessel heading crosses thealarm limit, an alarm is given. The headingwarning and alarm limit markers are hiddenwhen the position setpoint is hidden (seeShow page on page 341).

This shows the EBL (Electronic BearingLine) button. This feature allows you toview the coordinates of positions on thedisplay (see EBL function on page 345).

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1 Place the cursor anywhere in the Posplot view and click theright trackball button.



• The Posplot view control dialog box is displayed.

3 Click the required page tab.

2 2 . 8 . 1 . 1 M o d e p a g e

Plot Orientation and Centerpoint

Relative, Vessel

Relative display centred on the vessel. The compass rose isdisplayed relative to the vessel heading, while the heading of thevessel symbol is fixed. The vessel symbol is placed with thecurrently-selected rotation center at the center of the display.

Relative, Position Setpoint

Relative display centred on the position setpoint. The compass

rose is displayed relative to the vessel heading, while the headingof the vessel symbol is fixed. The position setpoint (required

position) is placed at the center of the display.

True, Vessel

True display centred on the vessel. The compass rose is displayedin a fixed orientation (north-up), while the heading of the vesselsymbol is shown relative to the compass rose. The vessel symbolis placed with the currently-selected rotation center at the center of the display.

True, Position Setpoint

True display centred on the position setpoint. The compass roseis displayed in a fixed orientation (north-up), while the heading

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2 2 . 8 . 1 . 3 C h a r t p a g e

If the Chart Server Application is installed, a chart server can bedisplayed as background in the Posplot view. See the separateChart Server Application Operator Manual .

2 2 . 8 . 1 . 4 G r i d p a g e

Show

Show or hide the grid.

Spacing

The spacing (distance) between grid lines or circles. The gridspacing can be changed by clicking the down arrow and selectinga new value from the drop-down list.

The grid spacing is automatically adjusted whendecreasing/increasing the display range.

Type

The type of grid.

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Use UTM

UTM grid can be selected. The grid on the Posplot view is rotated

with an angle that corresponds with the Meridian convergencedisplayed.

2 2 . 8 . 1 . 5 R a n g e p a g e

Distance from Center ...to Edge of Plot

Allows you to specify the display range explicitly by typing ina value in the text box.

Increase Range

This button allows you to increase the display range in fixedsteps.

Decrease Range

This button allows you to decrease the display range in fixedsteps.

2 2 . 8 . 1 . 6 T r a c e p a g e

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Vessel Position/Heading History

Trace line

It is possible to select to show or hide a trace line of the vesselmovements (Show) and specify the sample rate (Sampling) and theextent of the trace (Memory) to be stored. The trace line showsthe path followed by the currently-selected vessel rotation center.

Figure 72 Posplot trace line (example)

Trend symbols

It is possible to select to show or hide a ser ies of vessel symbolsindicating vessel movement and position (Show) and specify thesample rate (Sampling) and extent of the trend symbols (Memory)to be stored.

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Figure 73 Posplot trend symbols (example)

Note

With the Posplot view at close range when the simpli fied symbol is displayed, the “trended” symbols are not shown.

Clear All

Clicking this button permanently clears all the trend symbols andthe trace line both in memory and on the Posplot view.

22.8.2 EBL function

The EBL (Electronic Bearing Line) function allows you to viewthe geographic coordinates of any position on the Posplot view,the distance of this position from the present position of thevessel, and both the true and relative bearings to the positionfrom the present position of the vessel.

To display the EBL:

1 Click the EBL button.

• The EBL dialog box is displayed (see Figure 74).

2 Move the trackball.

• A dotted line is displayed from the present vessel positionto the position indicated with the trackball.

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• The coordinates, range, and true and relative bearings of the indicated position are displayed on the EBL dialog

box.3 Click again to fix the indicated position.

• The EBL dialog box is continuously updated with therelative range and bearing from the vessel to the indicated

position.

Figure 74 The EBL function

22.8.3 Panning function

You can easily change the coordinates for the center of the

Posplot view using the panning function. The position of thecursor in the Posplot view when activating the function willthen be moved to the center of the view. This can be especiallyuseful, for example, when plotting waypoints for a new track using the Waypoint dialog box (see separate Auto Track ModeOperator Manual).

The panning function is available from the top of the shortcutmenu. The panning related commands on the shortcut menu willchange depending on whether or not panning has been selected(see Figure 75).

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Figure 75 Example Posplot shortcut menu - Before (left) and after (right) having selected the panning function

To use the panning function:

1 Place the cursor on the Posplot view at the new positionaround which the view is to be centred.

2 Click the right trackball button.

• The Posplot shortcut menu is displayed (see the menu onthe left side in Figure 75).

3 Select Center Here.

• The selected position now becomes the new center of thePosplot view and the text Panning ON is shown in red inthe upper right corner of the view.

When the panning function is on, the following commands relatedto panning are available on the shortcut menu (see Figure 75):

Center Reset

Resets the center of the view to the original position, i.e. thevessel position or position setpoint, depending on the center pointselected on the Mode page of the Posplot view control dialog box.It also switches the panning function off.

Center Here

Selects a new position for the center of the Posplot view.

The panning function is automatically switched off if the rotationcenter is changed or another center point is selected on the Mode

page of the Posplot view control dialog box.

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The panning function may be automatically switched on in Mixed Joystick mode, dependent on the configuration of your vessel. If

required it can be switched off again by selecting Center Reset.

22.9 Power view

The Power view is a simplified mimic display of the vessel’selectrical power system as seen from the K-Pos DP system.

Normally the K-Pos DP system is supplied with informationabout:

• The power produced by each main generator.

• Which power bus each generator is connected to.

• How the power buses are connected.

• How the thrusters are connected to the power buses.

The thruster power consumption is either measured directly or calculated from the thruster feedback.


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Figure 76 Power view (example)

This is a generator symbol showing the produced power both as a numerical value

and graphically as a percentage of thenominal power.

The position of the generator breaker symbolshows whether the generator is connectedto the power bus or not. In addition, thegenerator breaker symbol is colour-coded.Red indicates disconnected, green indicatesconnected.

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This is a thruster symbol showing theconsumed power both as a numerical valueand graphically as a percentage of nominal

power consumption.

The position of the thruster switch symbolshows whether or not the thruster isconnected to the power bus. In additionthe thruster switch symbol is colour coded.Red indicates disconnected, green indicatesconnected.

The internal names (I/O tags) of thegenerator breaker, bus and thruster switchescan be displayed using the Power Plot viewcontrol dialog box (see below).

The total nominal and consumed power fromthe generators connected to each main busor sub-bus can be displayed using the Power

Plot view control dialog box (see below).

A trend plot is displayed. You can select theinformation to be displayed using the Power

Plot view control dialog box (see below).



1 Either:

a Click the trend display of the Power view,

or

b Place the cursor anywhere in the Power view and click the right trackball button.



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• The Power Plot view control dialog box is displayed.

Present

Selects whether to display the total nominal and produced power from the generators connected to each Main Bus or each Sub Bus.

Show/Hide

If configured, selects whether or not to display the internal names(IO Tags) of the generator breaker, bus and thruster switches.

Plot

The trend plot to be displayed.

Time span

The time span for the trend plot.

Y axis Range...Clicking this button displays the Y-axis Range dialog box whichallows you to select automatic scaling or to manually set theupper and lower limits for the y-axis plot scale.

Auto

Selecting this option will set the Y-axis range automatically.

Manual

Allows you to set the Upper and Lower scale limits manually.

For a detailed description of the available trend plots (see Trends

view on page 387).

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22.10 Power Consumption view

The Power Consumption view shows:

• The consumed power for each main bus in numerical andgraphical form as a percentage of available power.

• Which sub-buses are grouped under each main bus.

• The available power for each main bus in numerical form.

The view is dynamically updated to always show the current bus topology.


Figure 77 Power Consumption view (example)

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The consumed power for each main bus innumerical form is displayed.

The consumed power for each main bus isshown in graphical form as a percentage of available power for each main bus.

The sub-buses that are grouped under eachmain bus are designated Main Bus A, Main

Bus B and Main Bus C.

This is the available power for each main bus displayed in numerical form.

22.11 Refsys viewThe Refsys view shows the individual and resulting perfor manceof the position-reference systems that are currently enabled.

The general characteristics of position-reference systems aredescribed in Position information on page 184.


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Figure 78 Refsys view (example)

These are the display range value,decrease/increase buttons and grid spacingvalue. The range is the distance from center

to edge of plot. The button decreasesthe display range. The button increasesthe display range.

You can adjust the grid spacing usingthe Refsys view control dialog box (seeGrid page on page 360). The gridspacing is automatically adjusted whendecreasing/increasing the display range.

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The center of the plot is the present vessel position. Using the Refsys view control

dialog box (see Mode page on page 359),you can select either a true or a relativedisplay.

A colour-coded circle is displayed with aradius equal to the minimum predictionerror limit and centred on the present vessel

position.

A colour-coded circle is displayed with aradius equal to the median test acceptancelimit and centred on the median value.

When the Median test is inactive, the MedianTest Limit field will show OFF and the circlewill not be displayed. See Reference SystemSettings dialog box on page 194 for detailedinformation about when the median test isactive.

This shows a zoomed-in view of the center of the plot.

For each position-reference system, thecapital letter with no circle around it

represents the last raw position measurementfor this system.

For each position-reference system, thesmall inner circle with a capital letter insiderepresents the filtered position measurementfor this system.

For each position-reference system, theouter circle (dashed) represents the standarddeviation for this system.

The small crosses represent a one minute

trace of the raw data measurements from aselected position-reference system.

An error ellipse is displayed. There is acertain statistical confidence (95%) that thevessel’s position is within the region that isencircled by this ellipse (The error regionin this example has the shape of a circle,

but generally the region may have an ovalshape).

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This indicates the legends used for plotting.Colour coding and capital letters help to

differentiate the various position-referencesystems.

These are numerical values for the minimum prediction error limit and the median testlimit. The two circles to the left indicate thecolour coding used on the plot.

The Median Test field will show the textOFF when the Median Test is set to Off

on either the Reference System Settings

dialog box (see Reference System Settingsdialog box on page 194). The text OFF

will also be displayed when less than three position-reference systems are operational.

By clicking on one of the reference systemnames in the lower-left corner of the view,you can plot a one minute trace of theraw-data position measurements for theselected system.

Each position sample is indicated with a “+”on the plot. The name of the selected systemis shown. Click the Clear button to stop

plotting and to remove the raw-data positionsamples from the plot.

This shows the status for each referencesystem or transponder: either Calibrating,Online, Relative, Of fline or Lost. For reference systems in monitoring state, thestatus text is shown with Mon as prefix. If themeasurements are acceptable, Calibrating

and Online are displayed in green (if thelast sample was received) or in orange (if the last sample was not received). If a

position-reference system has a transponder that is defined and enabled as mobile, thenRelative is displayed instead of Online,

provided that the optional Follow Target mode has been previously selected (i.e. atleast once).

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If the measurements are lost, Of fline

is displayed in red, however, if the

measurements are lost during calibration,Lost is displayed in red. When a referencesystem is turned off, the weight of thatsystem is set to zero, and Of fline is displayedin red before the system is removed fromthe Refsys view.

The position-reference system that is providing the Reference Origin is markedwith an asterisk.

A unique capital letter and colour code is

assigned to each reference system to makeit easier to differentiate the various systemson the plot.

Numerical values and horizontal bars showthe weighting applied to the measurementsfrom each reference system during the lastsecond. The sum of weights of referencesystems with Online status is always one(1.0). If no new update is received froma specific reference system during the

previous second, the weight for this system

is set to zero (and Online shown in orange).The colour-coded horizontal bar is notdisplayed for position-reference systemsthat have an enabled mobile transponder, i.e.ones with a Relative status.

In the lower right corner of the Refsys view, numerical data or a trend plot is displayed. Using the Refsys view control dialog

box (see Mode page on page 359) you can select between varioustypes of numerical data and trend plots:

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Position

These are numerical values for the calibrated position (for each reference system) as used by the DP system. The data are presentedaccording to current display units/positionselection. Note that colour coding is used.

Transponder Coordinates

These are numerical values for the origin of the particular reference system, for examplethe position of an HPR or LBL transponder or an Artemis Fix antenna. Note that colour

coding is used.

Raw Position

These are numerical values of raw(uncompensated and untransformed)

position measurements (for each referencesystem) as received by the DP system.The type of reference system determineshow the position is displayed: either asAlong/Stbd, North/East, Latitude/Longitude

or as Range/Bearing position format. Note

that colour coding is used.RefSys Raw Data SD

These are trend plots. The type of trend plotis selected on the Mode page of the Refsys

view control dialog box. Note that colour coding is used.

You can also select the Y-axis scale range(either auto or manual scaling) and the timespan.



1 Either:

a Click the position/trend display of the Refsys view(lower right).

or

b Place the cursor anywhere in the Refsys view and click the right trackball button.

• A shortcut menu is displayed.2 Select View Control on this shortcut menu.

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• The Refsys view control dialog box is displayed.

3 Click the required page tab.

2 2 . 1 1 . 1 . 1 M o d e p a g e

Plot Orientation

Displays the Refsys plot relative to the North direction (True) or the vessel heading (Relative).

Position

Transponder Coordinates

Raw Position

Select the required set of numerical data to be displayed in thelower right corner of the Refsys view. These items are describedin detail in the previous section.

Trend Plot

Select a Trend Plot to be displayed in the lower right corner

of the Refsys view. These items are described in detail in the previous section.

Plot

The type of trend plot to be displayed. You can select betweenthe following options: RefSys Bias E, RefSys Bias N, RefSys

StdDev, RefSysWeight or – none – .

Time span


Range...

Clicking this button displays the Y-axis Range dialog box which

allows you to select automatic scaling or to manually set theupper and lower limits for the y-axis plot scale.

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Auto


Manual

Allows you to set the Upper and Lower scale limits manually.

2 2 . 1 1 . 1 . 2 G r i d p a g e

Show

To show or hide the grid.

Spacing

The spacing (distance) between grid lines or circles. You canchange the grid spacing by clicking the down arrow and selectinga new value from the drop-down list.

The grid spacing is automatically adjusted whendecreasing/increasing the display range.

TypeThe type of grid.

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2 2 . 1 1 . 1 . 3 R a n g e p a g e

Distance from Center ...to Edge of Plot

Allows you to specify the display range by typing in a value inthe text box.

Increase Range

This button allows you to increase the display range in fixedsteps.

Decrease Range

This button allows you to decrease the display range in fixedsteps.

22.12 Refsys Status view

The Refsys Status view shows the status for each referencesystem or transponder. The information displayed is similar to

the reference system status information in the Refsys view (see Refsys view on page 353). In addition, the position Offset duringthe last second is displayed as a bar graph (portion of 10 m) for each reference system.


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Figure 79 Refsys Status view (example)

22.13 Sensors viewThe Sensors view shows the performance and state of each of thevessel’s gyrocompasses, wind sensors, VRS, water-depth sensorsand speed sensors.

A trend graph for one of the sensor readings is displayed, selectedfrom the Sensor Plot dialog box.


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Figure 80 Sensors view (example)

This shows the heading as measured by eachof the gyrocompasses. The measurement

from the gyrocompass that is currently beingused by the system is highlighted.

The deviation between the readings fromthe gyrocompasses are shown graphically.The deviations are shown relative to themeasurement from the gyrocompass that iscurrently being used by the system. Thecolours used for the markers correspondto the colours used for the gyrocompassnumbers.

- - - - - - - - is displayed if a sensor is not OK.

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This shows the raw measurements of the relative wind speed and direction as

measured by each of the wind sensors. For each sensor the height above sea level isdisplayed. The measurements from the windsensor that is currently being used by thesystem are highlighted.


The deviations between the measurementsfrom the wind sensors are shown graphically.The deviations are shown relative to themeasurements from the wind sensor that is

currently being used by the system. Thecolours used for the markers correspondto the colours used for the wind sensor numbers.

The estimated true wind speed and both trueand relative (to the vessel) wind directionare shown. The raw measurements of windspeed and direction are filtered internally(using a Kalman filter with both low andhigh frequency parts), to estimate the mostreasonable speed and direction values to be

used by the K-Pos DP system.The red text Manual is displayed in red if Manual wind speed and direction is used.

The vessel pitch, roll and, if available, heaveas measured by each of the VRS sensors areshown.

The following sign convention applies for

pitch and roll:• Pitch — + is bow up.

• Roll — + is port up.

• Heave — + is down.

The root mean square (rms) values of thesensors for Pitch, Roll and Heave are shown.

The measurements from the VRS that iscurrently being used by the system arehighlighted.


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This is the water depth as measured by each of the water-depth sensors.The

measurements from the sensors that arecurrently being used by the system arehighlighted.


A trend plot is displayed. You can select theinformation to be displayed using the Sensor

Plot dialog box for view control (see Viewcontrols below).

Speed Log

The vessel alongships and athwartshipsspeed as measured by each of the Doppler Log speed sensors are shown. The Doppler Log speed is marked with G or W dependingon the type of speed output:

• G — Speed over the sea bed (ground

speed)• W — Speed through the water

Speed GPS

The vessel speed and course as measured byeach of the GPS speed sensors are shown.

The measurements from the speed sensorsthat are currently used by the system arehighlighted.




1 Either:

a Click the trend plot on the Sensor view.

or

b Place the cursor anywhere in the Sensors view and click the right trackball button.


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• The Sensor Plot view control dialog box is displayed.

Range, deviation models

Allows you to select the required range for the deviation displaysfor the measured Gyro heading, Wind Speed: and Wind Dir:

(direction). An example of this is shown in Figure 81, whichreflects the setting shown on the dialog box above.

Figure 81 Example - Individual setting of range for gyrocompass heading, wind speed and wind direction deviationdisplays

Trend Plot

Selection of trend plot and settings for the trend plot.

Plot

The trend plot to be displayed.

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Time span


Y axis Range...

Clicking this button displays the Y-axis Range dialog box whichallows you to select automatic scaling or to manually set theupper and lower limits for the y-axis plot scale.

Auto


Manual

Allows you to set the Upper and Lower scale limits.

For a detailed description of the available trend plots (see Trendsview on page 387).

22.14 STL Monitor view

The STL Monitor view allows you to monitor the relative position and depth of the STL buoy during the connection anddisconnection phases.

The position of the STL buoy relative to the vessel’s mating coneis shown in two different orientations.

When the connect signal is received, the buoy is displayed inits connected position.

The depth information is relative to the top of the mating cone.

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Figure 82 STL Monitor view (example)

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Figure 83 Approach - STL buoy outside limits

Figure 84 Connecting

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Figure 85 Connected

22.15 Thruster views

The thruster views show how the K-Pos DP system is using theavailable thrusters to provide the required thrust setpoint.

The following thruster views are available:• A main view (Thr Main) which provides an overview of all

the thrusters (see Thruster main view below).

• A subview for each thruster, showing more information thanthe main thruster view (see Tunnel thruster view on page 374,

Azimuth thruster view on page 377 and Propeller/rudder viewon page 379).

• A view showing setpoint and feedback data for all the thrusters(see Setpoint/feedback view on page 383).

• A view showing the resultant thruster forces and the “real”

location of the thrusters (see Forces view on page 384).


22.15.1 Thruster main view

The thruster main view (Thr Main) shows the performance andstatus of all the thrusters.

Bar graphs show the thruster force for each thruster unit. Thethruster force for each thruster unit and their resultant thruster

force are also represented by vectors.To display the Thr Main view, press the THRUST button.

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Clicking on a thruster symbol in the thruster main view displaysthe subview for that thruster.

Figure 86 Thruster main view (example)

Alloc Mode:

This is the currently-selected thruster allocation mode (see Thruster Allocationdialog box on page 256).

(For most shuttle tankers VARIABLE or MANUAL FIX).

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Alloc Control:

This is the currently-selected thruster allocation control.

Priority shows either Hdg (heading) or Pos

(position). See Position Priority in Thruster Allocation dialog box on page 256.

The Alloc Mode area is click-sensitive. Theordinary cursor changes to a pointing handwhen positioned over this area. Clicking theleft trackball button opens up the Thruster

Allocation dialog box.

Force

A numerical display of the resulting forceand direction, and a force vector (displayedfrom the vessel’s Midships position), areshown.

Moment

This is a numerical display of the resultingturning moment and direction. A curved bar graph represents these values.

Individual thrust vectors for each thruster

are shown. The thrust vectors changecolour when thrusters pass limit valuesfor percentage of available thrust (typicalvalues):

• Green — 0% to 60%

• Orange — 60% to 80%

• Red — 80% to 100%

All values are based on feedback signalsfrom the thrusters.

Status

The Status check boxes show the Running,Ready and Enabled status of each thruster unit.

Forces

These are numerical values and bar graphsshowing the thruster force for each thruster unit. The bar graphs show the percentageof the maximum available thrust and arescaled individually. Each bar graph is split

in two horizontally. The upper part showsthe setpoint thruster force (Setp) and the

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lower part shows the feedback thruster force(Feedb). The numerical values are all based

on feedback signals from the thrusters.The bar graphs change colour when thrusters

pass limit values for percentage of availablethrust (typical values):

• Green — 0% to 60%

• Orange — 60% to 80%

• Red — 80% to 100%

These are numerical and graphical displaysof pitch/rpm and power feedback for the

tunnel thruster. Note that only pitch is configured in thisexample.

These are numerical and graphical displaysof thruster azimuth and pitch/rpm feedback for each azimuth thruster.

The force direction relative to the thruster isindicated by the highlighted arrow.

The arrows are colour-coded. A green arrow

indicates positive pitch/rpm, while a pink arrow indicates negative pitch/rpm. Thesame colours are shown both in the day andnight palettes.

Note that only rpm is configured in thisexample.

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The orange text FIX is displayed for thrusters that use fixed angles.

These are numerical and graphical displaysof propeller pitch/rpm feedback.

The force direction relative to the propeller is indicated by the highlighted arrow.

The arrows are colour-coded. A green arrow

indicates positive pitch/rpm, while a pink arrow indicates negative pitch/rpm. Thesame colours are shown both in the day andnight palettes.

A rudder symbol with numerical andgraphical indication of rudder angle isshown. Depending on the present mode, thesector is defined by the maximum rudder angle or maximum turn-angle for steeringrudder/azimuth thruster.

22.15.2 Tunnel thruster view

The Tunnel thruster view shows the operational state of a tunnelthruster.

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Display views

Figure 87 Tunnel thruster view (example)

This shows the thruster status:

Running

The thruster is running.

Ready

The thruster is available for control by theK-Pos DP system.

Enabled

The thruster is enabled for control by the

K-Pos DP system (see Enabling thrusterson page 254).

These are numerical and graphical displaysof thruster pitch/rpm and power feedback.

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This is the numerical value and a bar graphshowing the thruster force. The numerical

value is based on feedback signal from thethruster. The bar graph shows the percentageof the maximum available thrust. The bar graph is split in two horizontally. Theupper part shows the setpoint force and thelower part shows the feedback force. The

bar graph change colour when the thruster pass limit values for percentage of availablethrust (typical values):

• Green — 0% to 60%

• Orange — 60% to 80%

• Red — 80% to 100%

This is a numerical display of the pitch,rpm and power setpoint and feedback, andthe difference between them, shown as a

percentage of the maximum.

The graphical display indicates thedifference between the setpoint andfeedback (with zero at the center of thescale).

Note that only power is configured in thisexample.

A trend plot is displayed. You can selectthe information to be displayed using theThruster Sub Plot view control dialog box(see Subview controls on page 381).

By clicking on the left or right arrow (if present) you can display the subview for the previous or next thruster unit. By clickingon the up arrow, you can display the thruster main view.

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Display views

22.15.3 Azimuth thruster view

The Azimuth thruster view shows the operational state of an

azimuth thruster.

Figure 88 Azimuth thruster view (example)

This shows the thruster status:

Running

The thruster is running.

Ready

The thruster is available for control by theK-Pos DP system.

Enabled

The thruster is enabled for control by theK-Pos DP system (see Enabling thrusterson page 254).

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These are numerical and graphical displaysof thruster azimuth and pitch/rpm feedback.

The force direction relative to the thruster isindicated by the highlighted arrow.

The arrows are colour-coded. A green arrowindicates positive pitch/rpm, while a pink arrow indicates negative pitch/rpm. Thesame colours are shown both in the day andnight palettes.

These are the numerical value and bar graphshowing the thruster force. The numericalvalue is based on a feedback signal from thethruster. The bar graph shows the percentageof the maximum available thrust. The bar graph is split in two horizontally. Theupper part shows the setpoint force and thelower part shows the feedback force. The

bar graph change colour when the thruster pass limit values for percentage of availablethrust (typical values):

• Green — 0% to 60%

• Orange — 60% to 80%

• Red — 80% to 100%

This is a numerical display of the pitch,rpm and azimuth setpoint and feedback, andthe difference between them, shown as a

percentage of the maximum.

The graphical display indicates the

difference between the setpoint andfeedback (with zero at the center of thescale).

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Display views

A trend plot is displayed. You can selectthe information to be displayed using the

Thruster Sub Plot view control dialog box(see Subview controls on page 381).

By clicking on the left or right arrow (if present), you can display the subview for the previous or next thruster unit. By clickingon the up arrow, you can display the thruster

main view.

22.15.4 Propeller/rudder view

The Propeller/rudder thruster view shows the operational state of a main propeller and, if applicable, its associated rudder.

Figure 89 Example Propeller/rudder view

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This shows the propeller and rudder status:

Running

The propeller is running.

Ready

The propeller/rudder is available for control by the K-Pos DP system.

Enabled

The propeller/rudder is enabled for control by the K-Pos DP system (see Enabling thrusters on page 254).

Numerical and graphical displays of propeller pitch/rpm feedback are shown.

Numerical and graphical displays of rudder azimuth feedback are shown.

The force direction relative to the propeller is indicated by the highlighted arrow.

The arrows are colour coded. A green arrowindicates positive pitch/rpm, while a pink arrow indicates negative pitch/rpm. Thesame colours are shown both in the day and

night palette.

A rudder symbol with numerical andgraphical indication of rudder angle isshown. Depending on the present mode, thesector is defined by the maximum rudder angle or maximum turn-angle for steeringrudder/azimuth thruster.

These are the numerical value and a bar graph showing the thruster force. Thenumerical value is based on feedback signal

from the thruster. The bar graph shows the percentage of the maximum available thrust.The bar graph is split in two horizontally.The upper part shows the setpoint force andthe lower part shows the feedback force.The bar graph change colour when thethruster pass limit values for percentage of available thrust (typical values):

• Green — 0% to 60%

• Orange — 60% to 80%

• Red — 80% to 100%

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Display views

This is a numerical display of the pitch,rpm and azimuth setpoint and feedback, and

the difference between them, shown as a percentage of the maximum.

The graphical display indicates thedifference between the setpoint andfeedback (with zero at the center of thescale).

Note that only rpm and azimuth areconfigured in this example.

A trend plot is shown. You can selectthe information to be displayed using theThruster Sub Plot view control dialog box(see Subview controls below).

By clicking on the left or right arrow (if present) you can display the subview for the previous or next thruster unit. By clickingon the up arrow, you can display the thruster main view.

22.15.5 Subview controls

To display the subview control dialog box:

1 Either:

a Click the trend plot on the thruster subview.or

b Place the cursor anywhere in the thruster subview andclick the right trackball button.



302363/A 381




• The Thruster Sub Plot view control dialog box isdisplayed.

Plot

The trend plot to be displayed. The following trend plots areavailable:

Thr Pitch

Pitch setpoint and feedback for this thruster.

Thr RPM

RPM setpoint and feedback for this thruster.

Thr Azim

Azimuth setpoint and feedback for this thruster.

Thr Load

Load setpoint and feedback for this thruster.

Time span


Y axis Range...

Clicking this button displays the Y axis Range dialog box whichallows you to set the upper and lower limits for the y-axis plotscale manually or to select automatic scaling.

Auto


Manual Allows you to set the Upper and Lower scale limits.

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Display views

22.15.6 Setpoint/feedback view

The Setp/feedb view shows setpoint and feedback data for all

the thrusters.

Figure 90 Setpoint/feedback view (example)

Indicates the colour coding used on bar graphs and numerical values for Setpoint,Feedback and the difference (Diff ) betweenthem.

This shows the thruster/propeller/rudder status:

Running

This is displayed only if the running statusis available to the K-Pos DP system.

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Ready

Available for control by the K-Pos DPsystem.

Enable

Enabled for control by the K-Pos DP system(see Enabling thrusters on page 254).

These are numerical displays and bar graphsof the pitch setpoint and feedback, andthe difference between them, shown as a

percentage of maximum.

These are numerical displays and bar graphsof the rpm setpoint and feedback, andthe difference between them, shown as a

percentage of maximum.

These are numerical and graphical displaysof the thruster azimuth or rudder anglesetpoint and feedback, and the difference

between them (in degrees).

22.15.7 Forces view

The Forces view shows the resultant thruster forces and the“real” location of the thrusters.

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Display views

Figure 91 Forces view (example)

These are the resultant thruster force anddirection, and the resultant turning moment

and direction.

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Forces

These are numerical values and bar graphsshowing the thruster force for each thruster unit. The bar graphs show the percentageof the maximum available thrust and arescaled individually. Each bar graph is splitin two horizontally. The upper part showsthe setpoint thruster force (Setp) and thelower part shows the feedback thruster force(Feedb). The numerical values are all basedon feedback signals from the thrusters.

The bar graphs change colour when thrusters

pass limit values for percentage of availablethrust (typical values):

• Green — 0% to 60%

• Orange — 60% to 80%

• Red — 80% to 100%

Status

The Status check boxes show the Running,Ready and Enabled status of each thruster unit.

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Display views

Individual thrust vectors (thruster forcefeedback) for each thruster are shown.

The vectors change colour according tothe change of colour on the corresponding

bar graphs (when passing limit values for percentage of available thrust).

The resultant thruster force vector (displayedfrom the vessel’s Midships position) isdisplayed. A graphical indication of turningmoment is also shown. The turning momenthas a maximum sector range of ±180°.

22.16 Trends view

The Trends view provides dynamic displays (trend plots) andnumerical values for trended curves showing the history over a specified period for selected information, such as wind, seacurrent, position and heading deviation, thruster forces and

power consumption.

When clicking the right trackball button in the working area onyour Operator Station, a shortcut menu containing the display

views is displayed. The Trends view can be found on the Utilitysub menu on this shortcut menu.

Using the Trend Plot view control dialog box (see View controlson page 390) you can select the trend plots to be displayed. Up tothree different trend plots can be displayed simultaneously.

See Selecting a display view on page 89 for a more detaileddescription of how to select display views.

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Figure 92 Trends view (example)

The header indicates the name of thevariable type for which you have selected to

display the trend plot (see View controls on page 390 for selection of variable).

Depending on the type of variable youhave selected, one or several different trendcurves will be dis played on the same trend

plot. Each curve will have its own specificname shown together with a unique colour code.

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Display views

This is a trend plot for the selectedvariable using colour coding to identify and

differentiate the various variable curves being plotted. The plot has Time span alongthe x-axis and measured values along they-axis. You should note that the most recentvalues are plotted to the far right, i.e. thatthe curves move from right to left on thetrend plot.

Each trend plot has its own Numeric button.Pressing this button displays a Trend

Numeric: dialog box.

The Trend Numeric: dialog box presents a range of numerical

properties for all curves on the trend plot. Values for thefollowing numerical properties can be calculated and displayed:Average, Minimum, Maximum and StdDev. The values for thenumerical properties are calculated over the Time Span over which you have selected to display the specific trend plot (seeView controls on page 390).

In addition to displaying the numerical properties for each curve,the Trend Numeric: dialog box contains a lead text column (Item)and a Unit column.

The width of the columns and the dialog box itself can be re-sizedin several different ways as follows:

• By placing the cursor on the delimiters of the column headersand clicking the left trackball button. The cursor will thenchange shape to a two-headed arrow. You can now drag thecursor to change the column width.

Note

This will not re-size the total width of the dialog box itself.

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• By placing the cursor on top of a column or column header and then click the right trackball button. A shortcut menu is

then displayed.

Using the commands available on this menu, you can:

• Hide the column you are pointing at (Hide Column command),with the exception of the Item column. Using this commandyou will be able to hide one or several columns, thus obtaininga more compact dialog box showing only the numerical

properties you are interested in.

• Show all the columns on the dialog box (Show All Columns

command) using the default values for column widths.

• Adjust the width of each column according to the width of each single column header (Width by Header command).

• Adjust the width of each column according to the width of thecontents of each single column (Width by Contents command).

• Save the column definition (i.e. the re-sized dialog box) for later use (Save command). Next time you open the dialog box,it will be displayed using the last-saved column definition.

Note

The Trend Numeric: dialog box will be re-sized according tothe changed column widths.



1 Either:

a Click using the left trackball button on a trend displayof the Trends view.

or

b Place the cursor anywhere in the Trends view and click the right trackball button.


390 302363/A



Display views

• The Trend Plot view control dialog box is displayed.

Plot

The trend plots to be displayed. Clicking the down arrow on thefar right of the Plot list box opens up a list from which you canselect the variable type to be displayed.

Time span

The time span for the trend plots.

Y axis Range...

Clicking this button displays the Y axis Range dialog box whichallows you to set the upper and lower limits for the y-axis plotscale manually or to select automatic scaling.

Auto


Manual

Allows you to set the Upper and Lower range limits manually.

For a detailed description of the available trend plots (see Trendsview on page 387).

22.17 WVane view

The WVane view shows a combination of graphical andnumerical performance data.

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Figure 93 Wvane view

392 302363/A



Display views

Base distance

The estimated distance from the vessel reference point (for example, bow or mating cone) to the base position. If youclick on this value, the Setpoint Radius is displayed inanother colour for a few seconds.

Deviation


Speed

The estimated true speed (relative to the ground) bothforward/aft (surge axis) and port/starboard (sway axis).

ROT

The estimated Rate Of Turn.

Heading

The estimated vessel heading. If you click on this value,the heading setpoint is displayed in another colour for afew seconds.

Deviation

The difference between the estimated heading and theheading setpoint.

Ref. point/Base

The angle between the estimated vessel heading and thedirection of the base position from the reference point of the vessel:Ideally this angle should be zero during weather vaning operations.

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22.17.1 Offshore loading subfunctions

When the Manual Bias function is enabled (see Using manual bias on page 223), this is indicated on theWVane view.

In the Single Anchor Loading operations (Weather Vane mode), the following information is displayed:

Numerical and graphical information for bothmeasured and estimated hawser tension. Thehorisontal bars change colour from green to yellowto red when passing the respective hawser tensionwarning and alarm limits. The Enabled check boxesshow the status for both measured and estimatedhawser tension.

In the STL operations ( Loading mode), the followinginformation is displayed:

Mean Thrust

The slowly-varying part of the thruster force in thesurge direction when the STL Mean Offset functionis active (see STL mean offset on page 251).

Mean Offset

The mean value of the estimated distance between themating cone and the base position. The time constantis approximately 30 minutes.

Setpoint Offset

The required mean distance between the mating coneand the base position (Setpoint Radius).

Inst. Offset

The instantaneous value of the distance between the

mating cone and the base position.Inst. Bearing

The instantaneous value of the bearing from themating cone to the base position relative to true north.

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Display views

In Tandem Loading operations (all operating modes),the following information is displayed:

Stern distance

The distance between the stern of the FSU and the bow of the vessel.

FSU Heading

The actual heading of the FSU received from DARPS.

Pos Deviation

A Bulls Eye deviation plot showing the positiondeviation both numerically and graphically.

Especially useful for the FSU Heading function, butit can also be useful in Auto Position mode to showthe position deviation without losing the informationabout distance and bearing to the FSU.

FSU Position ( FSU Position function on page 242)and FSU Heading ( FSU heading function on

page 248) status indicators tell you whether or not thetwo functions are enabled (enabled when showingON).

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Index

A

About (dialog box)Details, 269EXE/DLL, 269Overview, 268

Ack (button), 124Activate (button), 75active and unavailable

commands, 78alarm

acknowledging, 124lamps, 125

limitsheading, 108 position, 108

silence, 125Alarm Limits (dialog box)

Position, 107Weather Vane, 109

alarm message, 118offshore loading related, 133

alarm states, 123Alarm View (button), 119Alarms (button)

Alarm lamp, 126Fault lamp, 126

Power lamp, 125Alloc Setup (button), 256analysis

consequenceDP, 308

Approach mode, 221Auto Position (button), 220Auto Position mode, 220

from Joystick mode to, 220AutoPos (menu)

Alarm Limits, 107, 109Dp Class, 309Gain, 111

Heading, 233Position, 228 – 229Quick Model, 112Rate Of Turn, 235Speed, 230

axis control, 81Axis Control (dialog box), 253

B

basic forces and motions, 20 blackout prevention, 260Buoy Select (dialog box), 237

C

calibrating joystick , 114

Change Heading (button), 233Change Position (button),

228 – 229, 241, 252Change User (dialog box), 98ChangePosition (button), 251changing cursor image, 87changing user , 98chart

view control, 342command

groups, 150status, 150transfer , 148

Command Control (dialog box)

DP-OS, 151Give, 153Overview, 151 – 152

Connect (dialog box), 157Connect mode, 223connecting to a controller

group, 157consequence analysis

DP, 308running state messages, 309selecting DP class, 309warning messages, 310

Control Setup (button), 111controller groups, 157controller modes, 25controller PS

resetting, 58, 158selecting master , 163updating of fline, 163

Controls (button), 73coordinate systems, 201

position presentation, 186system datum, 202

currentdirection display, 105

current update, 116CyberSea Mode (dialog box), 270

D

damping, 81Date And Time (dialog box), 122

Datum Details (dialog

box), 189Decrease (button), 75

depthdisplayed on Sensors

view, 365Dev WVane view, 315Deviation view, 311

position and headingdeviation in AutoPosition mode, 312

position and heading inJoystick mode, 311

view controls, 315dialog boxes, 81display

colours, 106layout, 76menu bar , 77message line, 78

performance area, 79 printing a hardcopy, 99selection of display palette, 106

status bar , 79status line, 79title bar , 77units, 102working area, 79

display accuracysea current speed, 104vessel speed, 104

display unitsediting, 103resetting, 105selecting the set of

display units to use, 102wind, waves and sea

current direction, 105Display Units (dialog box), 102display view

STL Monitor view, 367display views, 87

available views, 88control dialog boxes, 90Dev WVane view, 315Deviation view, 311General view, 317Joystick view, 320

Num WVane view, 326 Numeric view, 324orientation of the

operator station, 87Posplot view, 334Power Consumption

view, 352Power view, 348

preselecting, 91

396 302363/A



Index

Refsys Status view, 361Refsys view, 353selecting, 89Sensors view, 362Thruster views, 370

Azimuth thruster view, 377

Forces view, 384Propeller/rudder

view, 379Setpoint/feedback

view, 383Thruster main view, 370Tunnel thruster view, 374

tooltip, hotspot cursor and change of cursor

image, 87Trends view, 387WVane view, 391zooming, 91

divergence test of positionmeasurements, 205

DP Class (dialog box), 309DP components

defined by IMO, 27DP practice, 238DP-11, 37DP-12, 37DP-21, 38DP-22, 38DpPS, 272draught

sensors, 179Driver Properties (dialog box), 299

dropoutheading, 172

position, 211dual-redundant DP

systems, 38

E

EBL (dialog box), 345EBL function, 345electrical failure

joystick , 216Electronic Bearing Line, 345emergency message, 118Enter a New Numeric

Value (dialog box), 84entering numeric values, 83environmental

compensation, 116Equipment - System Status

(dialog box )

Event Printer , 281 Net Status, 282

OS/HS, 280PS, 276PS Redundancy, 278

equipment status, 276Event List (dialog box), 119Event printer , 281Event Printer (dialog box), 128extended Kalman filter , 22

F

Floating Loading Platform, 65FMEA mode, 270free run

in Auto Track (highspeed) and Autopilotmodes, 258

freeze test of positionmeasurements, 203

FSU Heading (button), 248FSU Position (button), 244function keys, 73

G

gaincontroller , 81

Gain (dialog box), 111General view, 317

position and headingdeviation in AutoPosition mode, 319

view controls, 320Give (button), 149giving command, 149GPS

quality filter , 199Gyro (button), 167, 170Gyro Deviation (dialog box), 169

gyrocompasses, 167deviation calculation, 168

displayed on Sensorsview, 363faulty, 171status lamp, 170

H

hardcopy, 99Hardcopy (button), 99hardware information, 268heading

changing using theHeading dialog box, 233

changing using thePosplot view, 232

limits, 108operator selected, 234rate of turn, 235stopping a change of

heading, 232system selected, 234

Heading (dialog box)Heading, 233Rate Of Turn, 235

heading reference, 41Heading Wheel, 75heave, 20Help (menu)

About, 268Messages, 128

hotspot, 87

hotspot cursor , 88

I

IMODP components defined, 27

Inccrease (button), 75information message, 119input validation of entered

values, 86IO Manager (dialog box), 288IO Point Browser (dialog box), 297

IO system, 274IO Terminal Block (dialog box), 291

J

joystick , 75calibrating, 114current update, 116electrical failure, 216environmental

compensation, 116 precision, 116

thrust, 116Joystick (button), 215Joystick (menu)

Alarm Limits, 107, 109Calibrate, 114Heading, 233Rate Of Turn, 235Settings, 116

Joystick Calibrate (dialog box), 114

joystick control position and heading, 215

Joystick Full Thrust(button), 116

Joystick mode, 214

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with auto headingcontrol, 217

with auto positioncontrol, 217

with automaticstabilisation, 218

Joystick Settings (dialog box), 116

Joystick Setup (button), 116Joystick view, 320

K

Kalman filter , 22keypad, 73

L

lampsdimming, 100test, 101

limitsheading, 108

position, 108Loading (button), 224Loading mode, 224Local N/E Properties

(dialog box), 190logon configuration, 147Logon Configuration

(dialog box), 147

M

master controller PSselecting, 163

mathematical vesselmodel, 22

median test of positionmeasurements, 206

menu bar , 77active and unavailable

commands, 78

menus listed, 94message line, 78, 119messages

acknowledging, 124displayed explanation, 130explanations, 128

printing, 132offshore loading related, 133

presentation, 119 printed, 127searching for , 130

minimum power heading, 235mixed joystick/auto modes, 216modes

Approach, 221Auto Position, 220

button group, 72Connect, 223Joystick , 214Loading, 224mixed joystick/auto, 216Standby, 213Weather Vane, 222

N

Num WVane view, 326numbers

entering, 83input validation, 86

Numeric Entry KeypadDialog Use (dialog box), 84

Numeric view, 324view controls, 326

O

of fline controller PSupdating, 163

OffLoadGPS Relative Settings, 200SAL Buoy Settings, 239

OffLoad (menu)Axis Control, 253Gain, 111Select Buoy, 237

Setpoint Radius, 241,244, 248, 251

SetpointRadius, 252online system support, 263operational planning, 57operator panel, 71operator station, 70

restart, 59software

restart, 145stop, 145

operator stations, 273

P

panel, 71Panel Lamp Test (dialog box), 101

Panel Light Configuration(dialog box), 101

panning function (center here), 346

PcAnywhere Waiting...(dialog box), 265

Performance (dialog box),315, 320, 326

pitch, 20

planning, 57 position

changing usingincrements, 228

changing using thePosplot view, 227

dropout, 211limits, 108speed setpoint, 229stopping a change of position, 227

Position (dialog box)Inc, 228Position, 241Speed, 229

Position Presentation(dialog box), 186

position-reference systems

changing the referenceorigin, 210

controlling, 193coordinate systems, 201divergence test, 205enabling, 196enabling other , 209enabling the first, 209freeze test, 203median test, 206monitoring, 196

prediction test, 204 properties, 197reference origin, 202, 209relative weighting of , 204standard deviation, 203status, 80tests on, 203types, 42variance test, 204

Posplot (dialog box)Chart, 342Grid, 342Mode, 340Range, 343Show, 341Trace, 343

Posplot view, 334changing heading, 232changing position, 227EBL function, 345view controls, 340

power monitoring, 260

Power Consumption view, 352Power Plot (dialog box), 351Power view, 348

view controls, 350Practice Mode R/B (dialog box), 239

prediction test of positionmeasurements, 204

398 302363/A



Index

Preselect (dialog box), 92Present Heading (button), 232Present Position (button), 227Print (dialog box), 283Print Setup (dialog box), 133Print Status (dialog box), 265

printingdisplay picture, 99System report, 99

process stations, 273resetting, 58, 158

PUIF Network messagemonitoring (dialog box), 126

Q

Quick Model (dialog box), 112quick model update, 112

R

rate of turnsetpoint, 235

RBUS IO Image, 289redundancy, 273

dual-redundant systems, 160triple-redundant

systems, 162Redundant Stations (dialog

box), 163reference origin, 202

changing, 210Reference System

Properties (dialog box), 197Quality Filter Actions, 199UTM Properties, 199

Reference System Settings(dialog box), 194

Refsys (dialog box)Grid, 360Mode, 359Range, 361

Refsys Status view, 361Refsys view, 353view controls, 358

remote diagnostics, 263Remote Diagnostics

(dialog box), 263Reset Controller PS (dialog box), 158

Reset Display Units (dialog box), 105

resetting display units, 105roll, 20roll, pitch, heave

displayed on Sensors

view, 364rotation speed, 235

S

SAL Buoy Settings (dialog

box), 239satellite navigation

quality filter , 199sea current speed

display accuracy, 104Sensor Plot (dialog box), 366sensors

draught, 179gyro deviation, 168gyrocompass, 167VRS, 177wind, 172

manually enter values, 174Sensors (button), 73Sensors (dialog box)

Draught, 180Gyro, 167Hawser , 181STL, 183VRS, 177Wind, 173

Sensors (menu)Draught, 180Gyro, 167Gyro Deviation, 169Hawser , 181Reference System

Properties, 197Reference System

Settings, 194VRS, 177Wind, 173

Sensors view, 362view controls, 365

serial linesresetting, 303

Set System Date/Time(dialog box), 105

Set Timezone (dialog box), 106shell configuration, 147showing the tooltip, 88signal conditioning, 295Silence (button), 73, 102, 125Single Anchor Loading, 63single DP systems, 37Single Point Mooring, 64slow-drift test, 205software information, 268speed

display accuracy, 104setpoint

changing, 229 – 230Speed Setpoint (dialog box), 230

spin box, 83

standard deviation of position measurements, 203

Standby (button), 214Standby mode, 213startup procedure, 145

softwarerestart, 147

state plane zone, 193Station Explorer (dialog box), 285

Status (button), 150status bar , 79status line, 79status page, printing, 265STL Monitor view, 367Stop/Restart (dialog box), 146

stopping a change of heading, 232

stopping a change of position, 227

Submerged TurretLoading, 65

surge, 20Surge (button), 72, 216sway, 20Sway (button), 72, 216System (menu)

Change User , 98Connect, 157CyberSea, 270Equipment, 276, 278, 280 – 282Event Printer , 128Print Status, 266Redundant Stations, 163Remote Diagnostics, 263Report, 99Reset Controller PS, 158Screen Capture Printer , 99Set Date/Time, 105Set Timezone, 106Stop/Restart, 146Trainer , 306

system architecture, 272

system messagesacknowledging, 124messages on the printer , 127

presentation, 119System Messages (dialog box)

Contents, 129message pane, 130Search, 130

System report, 99system start-up, 145system status, 265

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T

Take (button), 149

taking command, 149tandem loading, 62text box, 83thrust

joystick , 116Thruster (menu)

Allocation Mode, 256Allocation Settings, 259Enable, 254

Thruster Allocation (dialog box), 256

Thruster Enable (dialog box), 254

Thruster Sub Plot (dialog box), 382

Thruster views, 370Azimuth thruster view, 377Forces view, 384Propeller/rudder view, 379Setpoint/feedback view, 383subview controls, 381Thruster main view, 370Tunnel thruster view, 374

thrustersallocation, 25allocation modes, 256

diving, 257

environ fix, 257fix, 257heave red, 257steering, 257variable, 256

command signals, 59control modes, 256enabling, 254manual fix angles, 259rudder limits, 259status, 80

Thrusters (button), 73, 254views, 370

timechanging the system

time, 105changing the system

time zone, 106title bar , 77tooltip, 87 – 88trackball, 74trainer , 305training for of floading

operations, 238Trend Numeric: (dialog box), 389

Trend Plot (dialog box), 391

Trends view, 387view controls, 390

U

units, 102

user chief , 98operator , 98system, 98

using hotspot cursors, 88UTM properties, 199UTM Properties (dialog box), 191

UTM zones, 192

V

variance test of position

measurements, 204vertical reference sensor , 177vertical vessel motions

displayed on Sensorsview, 364

vessel model, 22vessel speed

display accuracy, 104displayed on Sensors

view, 365View (menu)

Display Units, 102 Num Entry Dlg, 83Panel

Lamp Test, 101Light Configuration, 100

Position Presentation, 186Preselect, 92Reset Display Units, 105Set Palette, 107Show ToolTip, 88Use HotSpot Cursors, 88Use Preselected, 91

views, 87Views (button), 73VRS, 177

faulty, 179

status lamp, 178VRS (button), 177 – 178VSim mode, 270

W

warninglimits

heading, 108 position, 108

warning message, 118explanations, 128offshore loading related, 133

wave

direction display, 105Weather Vane mode, 222

weather vaning, 62wind

direction display, 105displayed on Sensors

view, 364sensors, 172

faulty, 175manually enter values, 174status lamp, 174

Wind (button), 173 – 174wind sensors

operating without, 176WinPS, 274working area, 79WVane view, 391

Y

Y-Axis Range (dialog box)Power Plot, 351Refsys, 360Sensor Plot, 367Thruster Sub Plot, 382Trend Plot, 391

yaw, 20Yaw (button), 72, 216

400 302363/A



Index

2. k-pos dp os dynamic positioning and offshore loading system

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