Beier Radio - Dynamic Positioning Induction Course

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Transcript of Beier Radio - Dynamic Positioning Induction Course

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DYNAMIC POSITIONING SYSTEM COURSE OBJECTIVES

Provide a comprehensive understanding of the principles of Dynamic Positioning.

Demonstrate setting up and operating DP equipment and position measurement

equipment.

Assist in the recognizing and responding to various alarms, warnings, and information

messages.

Examine the relationship between DP equipment and the vessel systems.

Relate DP operations to the prevailing environmental conditions.

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COURSE ACCREDITATION

The Nautical Institute is: Recognized by the International Maritime Organization (IMO), governments, and companies as a professional association for qualified mariners.

Responsible for setting standards of training and accreditation for various training programs, including Dynamic Positioning.

The Nautical Institute Dynamic Positioning Operator (DPO) training scheme is based on successfully completing: 1. Induction/basic course. 2. 30 days of familiarization at sea. 3. Simulator/advanced course. 4. Six months of recorded sea service on a DP vessel. 5. Assessment by the Master. 6. Issue of a certificate. In addition, DPO certification involves collaboration between the prospective DPO, the vessel owner/operator, the Master, and other DPOs of the Dynamic Positioning vessels and training centers.

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DYNAMIC POSITIONING LOG BOOK

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DYNAMIC POSITIONING LOG BOOK

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DYNAMIC POSITIONING LOG BOOK

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INTRODUCTION TO DYNAMIC POSITIONING SYSTEM The world’s oceans and waterways provide an unpredictable environment in which to work. However, the global exploration for oil and gas requires the ability to navigate, in even the harshest circumstances. The Dynamic Positioning System (DP) was developed nearly thirty years ago to assist this growing industry. The world was introduced to offshore drilling, in the 1920’s and, deeper water exploration, in the 1950’s. During this era, a drilling rig in shallow water was placed on a jack-up barge that would then raise itself on three or more legs. The jack-up barge remained in the fixed position. However, jack-up operations were obviously limited to shallow water. For deeper water drilling, mooring systems were relied upon which used anchors and mooring lines controlled by winches located on board. Although jack-up and mooring techniques are still used in some locations today, there are many conditions, locations and operations that make them impossible to use. Water depth, as well as operational, financial, and time constraints can render these techniques unacceptable. In addition, hazards also influence the choice of positioning method, even where mooring would be otherwise ideal. In 1961, a small drilling vessel which had used a four-point mooring spread for positioning was fitted with four, manually-controlled, steer-able propellers. By using radar ranging to surface buoys, together with sonar ranging from sub-sea beacons, the vessel was able to perform core drilling operations off the coasts of California and Mexico, in water depths of between 100 and 3500m. The control of the position and heading of the vessel was completely manual; therefore, this vessel did not come within any modem definition of Dynamic Positioning. Later that same year another vessel, which was fitted with a very simple analogue control system, interfaced with a taut wire reference, became the first vessel to use a positioning system, comprised of steer-able thrusters, fore and aft.. Additional vessels followed in this new positioning system during the 1960’s. Although this early system was primitive with most controllers being analogue and no redundancy in any of the systems, it was the beginning of a system that would revolutionize the industry. Today by incorporating advances in computer technology, Dynamic Positioning System has become highly accurate and dependable. DP systems are now digital and offer redundancy to reduce the risks in some operations. The number of vessels using DP has increased, significantly, as the systems benefits have revolutionized the offshore industry.

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INTRODUCTION TO DYNAMIC POSITIONING SYSTEM

BEIER IVCS 2000 SYSTEM OVERVIEW The Beier IVCS 2000 is a Windows XP embedded integrated vessel control system using a powerful marine grade and shock mounted computer, PLC input/output modules and serial port modules for digital data input/output. The latest ship dynamics algorithms are included which operate on optimization methods, Kalman filtering, frequency domain techniques and feed forward techniques, which are implemented to ensure the highest positional accuracy with minimum actuator activity. Adaptive data rejection and control loops minimize response to unstable received data and provide continual and automatic optimization of control parameters. A high level non-linear three degree of freedom mathematical ship model provides state of the art control. Alarm and status indication is continually visible on the large, touch screen LCD which are user configurable for individual customization. The display is daylight viewable and can be trunnion mounted for easy change in viewing angle or flush mounted into a console. All information such as course set and course steered, commanded and actual rudder angle, commanded and actual main engine and commanded and actual thruster directions and magnitudes are clearly shown in color graphic displays. A touch screen with automatically reconfigured soft keys provides a simple and easy to view user interface. English language voice alarms as well as acoustic alarm signals are given and the history of alarms may be continually displayed. The message/alarm system is self-checking. A UPS supply is included to ensure continued operation in case of power failure. It also features automatic and controlled computer shut down after prolonged power outage. The Beier IVCS 2000 system is capable of providing the following functions:

Joystick and rotary knob control of vessel heading and position with non-follow up and full follow up steering control.

Automatic heading control. Automatic vessel speed control. Automatic position control with either or both fore and aft and athwartships axis control. Track control at low speed. ROV following. Automatic compensation for failed or off line actuators. Includes graphic capability plot

showing direction and magnitude of disturbing forces and magnitude and direction of resultant actuator forces.

Autopilot.

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INTRODUCTION TO DYNAMIC POSITIONING SYSTEM

Autopilot with Nav input, steering to waypoint and automatic waypoint sequencing. Track control at high speed. The IVCS 2000 manual control of actuators with display of commanded and actual

positions. The Power Management System providing Power Monitoring, Power Limiting, and

Thruster Motor Starting. Built in “trainer” (simulator) for realistic dockside training of operators.

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PRINCIPLES OF DYNAMIC POSITIONING SYSTEM

DEFINITION AND PURPOSE

Dynamic Positioning System (DP) is an integrated system designed to automatically maintain a vessel’s position and heading, with a high degree of accuracy, within the hazardous infrastructure of the marine environment, without the need to anchor or moor, by utilizing the vessel’s main propulsion and thrusters.

Dynamic Positioning System may set a target position, called a station, which can be fixed or a movable reference point on the sea floor, over which the vessel hovers to provide a stationary platform from which to carry out vessel operations.

Dynamic Positioning System allows vessels to safely maneuver within the confines of ports and harbors.

Dynamic Positioning System measures deviations from the set heading and reference position caused by displacing forces and counteracts the effect of these forces by generating counter forces and turning moments produced by thruster propulsion while achieving minimal thruster activity.

Dynamic Positioning System is a combination of a position control and heading control system.

Dynamic Positioning System position control system uses the vessel’s position measurement equipment (PME) and operator commands as inputs. The system then provides commands to the thrusters to maintain the position of the vessel at the desired location. This is called a feedback control system.

Dynamic Positioning System heading control system uses the vessel’s gyrocompass as the input to maintain the heading of the vessel in response to the external forces and operator commands.

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PRINCIPLES OF DYNAMIC POSITIONING SYSTEM

COMPARISON TO OTHER POSITION-KEEPING SYSTEMS

JACK-UP BARGE Advantages:

No need for power, thrusters, or complex systems to maintain position. Positioning of barge not vulnerable to blackout, power shortages, or system failure. No position measuement equipment necessary once on location.

Disadvantages:

No maneuverability and requires tugs to move rigs. Water depth limitations. May require use of seabed erosion rectification (rock dumping) for stability.

SPREAD MOORING TO ANCHOR PATTERN Advantages:

No need for power, thrusters, or complex systems to maintain position. Not vulnerable to blackout, power shortages, or system failure resulting in run. No position measuement equipment necessary. No underwater hazard from rotating propellers or thrusters.

Disadvantages:

Limited maneuverability when moored/Requires tugs to move rigs and lay moorings. Water depth limitations. or setting up anchor pattern. Excessive time required f

DYNAMIC POSITIONING Advantages:

No tugs, anchoring, or mooring required. Immediately responds to changes in weather or operations. Enables a vessel to hold a fixed or moving position Expedient setup on location, maneuverable during operation, and rapid location shift. Avoids risk of damaging platform structure or seabed hardware from mooring lines. Ability to work in any water depths. Ability to complete most tasks quickly, thus more economically.

Disadvantages:

Requires highly trained and competent key staff. s and shortages. Vulnerable to power, electronic, or thruster failure tions. Increased thruster activities create greater risks to underwater opera Requires continuous position reference. Greater risk of positional excursions or "run off".

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PRINCIPLES OF DYNAMIC POSITIONING SYSTEM

DP OPERATIONS IN SPECIALTY VESSELS While Dynamic Positioning technology was developed primarily to facilitate innovative expansions in the oil and gas exploration industry, the success of DP has made it feasible for vessels performing a variety of tasks.

CABLE LAY AND REPAIR VESSELS

Objectives: Cable Lay and Repair Vessels handle and lay fragile fiber optic cables.

DP Advantages: Provides more positive and precise vessel positioning during cable operations. Enables the vessel to have more control when handling cables. Enables these vessels to maintain position and heading while completing the shore end

tie-in connection.

DP Modes Used: Track Follow - precisely controls the track of the vessel. Auto Slowdown – provides tension control. Auto Pilot and Auto Sail – expedites arrival on location. ROV Follow – locate cable for retrieval or repair. DP Mode – used during repairs.

CRANE BARGES AND CONSTRUCTION VESSELS

Objective: Used in construction and de-commissioning operations in the oilfield. These vessels are also used in wreck recovery or salvage work.

DP Advantage:

Since these vessels have to operate relatively close to object(s) being lifted, they have to maintain position and heading to prevent collision. DP systems in these vessels are often more feasible than anchoring.

DP Modes Used: Standard DP Modes including special position measurement (DARPS, Artemis) for

accuracy in measuring distances between structure and vessel.

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PRINCIPLES OF DYNAMIC POSITIONING SYSTEM

CRUISE AND PASSENGER VESSELS

Objective: Provide transportation within the travel industry.

DP Advantage: Increase maneuverability. Vessels are built very large to fulfill the needs of an expanding

industry. However, the controlling depth of most channels remains the same. Therefore, DP systems now allow and use vessels to enter ports and harbors.

DP Modes Used:

Standard DP Modes.

DIVING AND UNDERWATER SUPPORT VESSELS

Objective: Deploy and recover divers, safely. Dive support vessels deploy divers for a variety of underwater operations:

Inspection Installation Configuration Monitoring Recovery Survey, and more.

DP Advantage:

It may be possible to change the position and/or heading of the vessel to allow closer approach to the worksite, or to effectively locate the thrusters further away from the worksite. It may be possible to stop the nearest thruster to the diving location.

Due to hazards associated with dive operations, DP Diving Support Vessels have several arrangements in place to protect divers:

The length of the diver’s umbilical is restricted to prevent him/her from being sucked into a rotating propeller.

s umbilical or to assist in an emergency. A standby diver is used to tend to the diver’ For dive operations in water deeper than 300 meters, a diver must wear an

P Modes Used:

atmospheric diving suit (ADS) or use a remote operated vehicle (ROV).

D Major DP system are duplicated or triplicated to ensure that divers are recovered,

regardless of possible failure modes. ith the diving. ROV Support – used in conjunction w

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PRINCIPLES OF DYNAMIC POSITIONING SYSTEM

DRILLSHIPS

Objective: Involved with oil or gas exploration.

DP Advantage: Dynamic Positioning, usually class III system, is used to keep the drillship as directly

above the well as possible. If the drillship wanders off position to the extent that the connection to the well is severed, uncontrolled release of hydrocarbons could pollute and damage the environment. In addition, reconnecting to the well can be costly and time consuming.

The lower main riser angle is constantly monitored to ensure that the vessel remains within a predefined angle. A riser angle changes beyond the predefined angle that the drillship is drifting off location.. Some DP systems on drillships have “riser angle mode” function to ensure that the drillship is automatically maneuvered to reduce the riser angle.

Allows for quick arrival and drilling at the specified location. DP Modes Used:

Riser Angle Mode – maintain the drill string riser angle. ROV Support – used in conjunction with the drilling.

PIPE LAY VESSELS

Objective: Precisely lay pipe and provide steady tension on the pipeline.

DP Advantage: Pipeline tension data is automatically transmitted to the DP system. System provides the necessary thrusters commands to enable the vessel to maintain

tension. Enables these vessels to follow the exact track required to lay the pipeline. Enables the vessel to work in areas where the use of an extensive anchor spread is not

feasible. Enables the vessel to work in awkward positions, including close to surface or subsea

structures, and without the need for other anchored vessels. Minimizes the amount of time spent in close-in situations; Maneuver speed is not

restricted by the need to reset anchors. Positions can be located quickly. Since pipe lay operations are expensive, delays for any reason are costly.

Reduces costly delays in operations.

DP Modes Used: Track Follow Mode – controls track of vessel.

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PRINCIPLES OF DYNAMIC POSITIONING SYSTEM

ROCK DUMPING AND DREDGING VESSELS

Objective: Clearing channels and harbors to recover rock and aggregates. Protect from damage and maintain control of the track and speed. Protect seabeds and remedy erosion problems by dumping rock.

DP Advantage:

Provide accurate track and speed control over the pipeline to be covered. Ensure accuracy in dredging a defined area which prevents increased expenses.

DP Modes Used:

Autotrack Mode - allows vessels to spread rocks and dredge more evenly and economically.

Autoslow Down Mode – supports Autotrack Mode and monitors forces. Track Follow Mode – precisely controls the track of the vessel.

FLOATING PRODUCTION, STORAGE, AND OFFTAKE UNITS (FPSO) VESSELS

Objective: A turret moored tanker which must prevent hydrocarbon release. DP Advantage: Maintains position with increased anchor effectiveness.

DP Modes Used:

Weathervaning Mode - to maintain heading into the weather. Anchor Mode – to increase anchor effectiveness.

SHUTTLE TANKER

Objective: FPSOs use shutter tankers to transport the oil. As the FPSO changes position, the shutter tanker has to maintain a relative position to prevent breaking the hose.

DP Advantage:

Relative positioning of the FPSO to avoid emergency disconnect. Can approach safely.

DP Modes Used:

Weathervaning Mode – for close proximity movment.

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PRINCIPLES OF DYNAMIC POSITIONING SYSTEM

SUPPLY AND STANDBY VESSELS

Objective: Replenishment operations for oil industry.

DP Advantage: Allows close proximity to oil rigs, platforms, barges, or other vessels. Maintains location and distance from obstructions, therefore, reducing hazards.

DP Modes Used:

ROV Support. Standard DP Modes. Track Follow Mode – precisely controls the track of the vessel. Weathervaning Mode – for close proximity movment.

OTHER VESSEL TYPES

Firefighting requires special utility vessels that can perform in inclement weather.

Military operation sometimes use vessels with DP systems installed to facilitate critical operations, for example, underway replenishment, mine countermeasures, etc.

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PRINCIPLES OF DYNAMIC POSITIONING SYSTEM

SIX FREEDOMS OF MOVEMENT A vessel at sea is subject to three planes with six freedoms or axis of movement. Dynamic Positioning is concerned with the horizontal plane. However, it is necessary to sense vessel motion in other planes, monitor the wind, and make corrections to Position Measurement Equipment (PME) and sensor readings. The six axis of movement, three rotations and three translations, are the traditional names for a vessel’s motion:

Roll - the rotational motion of a vessel about its longitudinal axis.

Pitch - the rotational motion of a vessel about its transverse axis.

Heave - the upward and downward motion of a vessel.

Surge - the forward and backward motion of a vessel.

Sway - the sideward motion of a vessel.

Yaw - the directional motion of a vessel about its vertical axis.

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PRINCIPLES OF DYNAMIC POSITIONING SYSTEM

SIX FREEDOMS OF MOVEMENT

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PRINCIPLES OF DYNAMIC POSITIONING SYSTEM

MOVEMENTS CONTROLLED AND MONITORED BY DP

DP is concerned with the individual and automatic control of surge, sway, and yaw, i.e. position and heading. DP maintains and controls a vessel’s position by controlling surge (X axis) and sway (Y axis). The position movement is measured by reference to high accuracy PMEs.

Yaw (N axis) is critical in controlling the vessels heading. The heading motion is measured through gyrocompass. Both are maintained by thruster action.

The remaining freedoms of movement, roll, pitch, and heave are monitored by DP.

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ELEMENTS OF A DYNAMIC POSITION SYSTEM

SUBSYSTEMS DP system is a complex combination of subsystems interacting to automatically maintain a vessel’s position and heading with active thrust. It can be divided into five subsystems:

Propulsion and Thrusters. Control Elements. Power Generation. Position Measurement Equipment. Sensors.

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ELEMENTS OF A DYNAMIC POSITION SYSTEM

Subsystems of Dynamic Positioning System

DP

Operator

DP Console

Computers

Position Measurement Equipment

Environment Reference Systems

• Wind Sensors

• Vertical Reference

• Motion Reference

• DGPS

• Hydroacoustic (HPR)

• Taut Wire

• Laser

• Artemis

Heading Reference

• Gyrocompass

• Combined Sensor

Propulsion and Thrusters

• Main Propulsion

• Rudder

• Thrusters Control

• Thrusters

Power Generation

• Diesels

• Alternators

• Switchboard

• Power Management

• Power Distribution

• UPS

Control Elements

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ELEMENTS OF A DYNAMIC POSITION SYSTEM

PROPULSION AND THRUSTERS DP system is a complex combination of subsystems interacting to automatically maintain a vessel’s position and heading with active thrust. Thrusters are positioned to provide optimum Dynamic Positioning capability and movement, with minimum interference with other thrusters and sensors, using minimum fuel consumption, and, in the case of tunnel thrusters, as far below the water line as possible. It is also important that thrusters are positioned to control the vessel with minimal fuel consumption and to reduce the wear on the thruster. Three basic types of thrusters are strategically fitted to DP vessels to optimize control of heading, sway, and surge:

Thruster Window

Main Propulsion. Tunnel Thrusters. Azimuth Thrusters.

MAIN PROPULSION Main Propulsion, consisting of a single or twin screw propellers, is positioned at or near the stern of the vessel.One of two types of propellers is used in main propulsion:

Variable or Controllable-Pitch Propeller (CPP) – The shaft turns at a constant speed while the propeller pitch is adjusted to influence the vessel’s speed and direction-forward or aft.

Main Propulsion

Rudder

Advantages: Vessel can change speed and direction by adjusting only pitch. Relative fast respond time.

Limitations: High maintenance cost and fuel.

Fixed-Pitch propeller – The speed and direction of the shaft are adjusted to control the speed and direction of the vessel.

Advantages: Relatively low maintenance cost.

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ELEMENTS OF A DYNAMIC POSITION SYSTEM Limitations:

Propeller shaft has to be adjusted in order to change vessel speed and direction. Relative slow response time.

NOTE: Rudder(s) is used in conjunction with controllable-pitch propeller(s) or fixed-pitch propellers(s) for rotational (yaw) control.

TUNNEL THRUSTER The propeller is encased in a transverse tunnel.

Advantages: Very effective. Relatively low maintenance cost (fixed-pitch). A screen may be used at tunnel openings to keep debris out.

Tunnel Thruster

Limitations: Full propeller immersion is necessary for

maximum effectiveness. Vessel speed over two knots, ahead or astern, incrementally reduces thruster effectiveness.

A long tunnel reduces thruster efficiency. Thruster may be more effective in one direction, port or starboard, than the other.

AZIMUTH THRUSTER Azimuth thruster is a propeller designed to operate through 360 degrees.

Advantages: Propeller can be fixed-pitch or controllable-pitch. Thruster is effective in any direction. Rudder is not required for rotational control. Thruster unit may be fixed or retractable.

Limitations: Relatively high maintenance cost.

Azim ster uth Thru

Drop Down Thruster

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ELEMENTS OF A DYNAMIC POSITION SYSTEM

The type of vessel, DP operation, environment, level of redundancy, and many other factors go into determining propeller/thruster configuration. However, there are three minimum configurations installed on DP vessel:

Minimum thrusters and a propeller.

A tunnel thruster and an azimuthing

thruster.

Bow thruster conventional

propeller.

Each of these configurations will control the vessel in X, Y, and N. NOTE: Most DP vessels have propulsion/thruster configurations beyond the minimum for redundancy. Thrusters are positioned to provide optimum movement, minimum interference from other thrusters, and minimum fuel consumption. NOTE: To allow redundancy and other control options, such as minimum power consumption, position control, and barred zones for azimuthing thrusters, vessels must have more than the minimum thruster configuration. Thrusters are usually positioned to provide a maximum moment, minimum interference with other thrusters and sensors, and below the water line.

Tunnel Thruster Main Propeller

Tunnel Thruster Azimuthing Thruster

Tunnel Thruster Main Propeller

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ELEMENTS OF A DYNAMIC POSITION SYSTEM Other possible thrusters are:

Pump Jet Thruster - centrifugal pump impeller, mounted on a vertical axis, with the suction intake flush on the hull bottom. The volute pump casing ejects the water and generates thrust in the horizontal direction. The whole unit can rotate 360° providing the function of an azimuth thruster. The pum tor or diesel and is used in shallow water operations. Pump jets in propulsion or thrusters for maneuvering purposes.

p drive can be electric momay be used as ma

Gill Jet Thru eller pumps water through a tunnel into a bottom-mounted discharg s deflector can rotate 360°. Because the vertical discharge velocity of water is deflected to the horizontal, it generates thrust. Can be used

ay be considered as an emergency propulsion mode.

ster - motor-driven impe deflector. Thi

as a full azimuth thruster and m ounted inboard in aft sectio r entering the jet unit

intake on the bottom of the ve accelerated through the jet unit and discharged through the transom achieved by changing the direction of the stre m of water as it leaves the jet unit. Pointing the jet stream one way forces the stern of the vessel in the opposite direction which puts the vessel into a turn. Reverse g an astern deflector into the jetstream after it leaves the nozzle. This reverses the direction of the force generated by the jet stream, forward and down, to keep the vessel stationary or propel it in the astern direction.

the n with wateWater Jet - jet unit is mssel, at vessel speed, and is

at a high velocity. Steering isa

is achieved by lowerin

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ELEMENTS OF A DYNAMIC POSITION SYSTEM

CO T

DYNA

N ROL ELEMENTS

MIC POSITIONING OPERATOR (DPO)

Sets the position, heading, and mode of operation and any number of functions required of the DP system.

Enters the limits or deviations required for a set position, heading, or other applicable items.

DYNA

Mans and monitors the DP console.

MIC POSITIONING CONSOLE

The interface containing the computer display, indicators, buttons, switches, track ball, joystick, alarms, etc used by the DPO to monitor the DP systems and input required commands for maintaining heading and position.

measurement equipment, control panels, and more.

DYNAMIC POSITIONING COMPUTERS

Generally located near thruster panels, communication systems, position

Located in the console. Analyze inputs from the DPO, position measurement equipment, sensors, power

generation, main propulsion, and thruster systems. And, process the commands to applicable systems to maintain the vessel’s heading, position, or track.

Programmable logic controller (PLC) is considered the core of the control elements. Programmed solely for DP processing (the operating system and programming are

usually restricted to prevent unauthorized modification of the DP program). Installed in single, dual, or triple configurations, depending on the level of redundancy

required. A single computer (simplex system) offers no redundancy. Two-computer configuration (duplex system) offers redundancy by automatically

switching to the back up computer if the online system fails. A three-computer configuration (triplex system) offers additional redundancy and

security.

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ELEMENTS OF A DYNAMIC POSITION SYSTEM

PORTABLE CONTROL PANEL

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ELEMENTS OF A DYNAMIC POSITION SYSTEM

POWER AND FORCE GENERATION A DP vessel is potentially vulnerable to power shortages, blackout, or partial blackout conditions, which might put the DP system at risk.

Power Generation is the “heart” of the DP system. DP computers, console, position measurement equipment, sensors, and thrusters need

power to operate. The power generation system must be capable of meeting high power demands by the

control system, while “scaling” back when power demand is low, in order to conserve fuel.

The control system has an Uninterrupted Power Supply (UPS) to provide a temporary backup power to the DP controls, computers, displays and reference systems. UPS ensures additional safety for continuing DP operations.

A typical power supply installation on an Offshore Supply Vessel (OSV).

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ELEMENTS OF A DYNAMIC POSITION SYSTEM

The control system has an uninterrupted power supply (UPS) to provide a temporary backup reference systems.

power to the DP controls, computers, displays, and

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ELEMENTS OF A DYNAMIC POSITION SYSTEM

Five Types of Position Measurement Equipment generally used on DP vessels:

POSITION MEASUREMENT EQUIPMENT(PME)

Differential Global Positioning System. Hydroacoustic Position Reference. Taut Wire. Laser-based Systems. Artemis.

NOTE: Each of the position measurement equipment will be discussed in depth in Chapter 4.

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ELEMENTS OF A DYNAMIC POSITION SYSTEM

SENSORS

HEADING REFERENCE

Gyro compass: Provides heading data to the DP system. DP vessels that require redundancy have two or more gyro compasses. If only two gyro compasses are installed, the DP system is limited to monitoring the

difference in heading data. And, issuing a warning if the difference exceeds a certain value.

If three gyro compasses are fitted, the DP system can use two-out-of-three voting to determine a gyro failure, and give a warning accordingly.

The gyro compass has a direct feed into the DP system.

Magnetic Compass: Provides heading and bearing information relative to magnetic north. Used as an external backup reference. Does not feed information to the DP System.

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ELEMENTS OF A DYNAMIC POSITION SYSTEM

ENVIRONMENT REFERENCE

In DP operations, environmental forces affecting the vessel’s position and heading are divided

into two groups:

nt of air from a high pressure area to a low pressure area. Wind - moveme t of water (tide), waves, swells, and any

WIND SE

Current - consists of the horizontal movemenother force.

NSORS

S n

rre fed

e sors are used to monitor the effects of wind and u rent on the vessel. The c

data from sensors ainto the DP computer for analysis. The appropriate command or compensation is issued to applicable DP systems.

right) is a gauge that gives the direction and speed of the wind.

VERTICAL REFERENCE

The anemometer (shown in pictures above and

The VRU is a sensor used to measure the vessel roll and pitch.

The Motion Reference Unit (MRU), like the VRU measures roll and pitch. In addition, the MRU also measures heave.

MOTION REFERENCE

Gyro compass is used to provide heading and bearing information relative to true north.

Magnetic compass gives heading and bearing information relative to magnetic north.

Anemometers

VRU

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ELEMENTS OF A DYNAMIC POSITION SYSTEM

REDUNDANCY IN DP SYSTEM

a tem to maintain or restore its function, when a single failure has occurred.”

The ss ion after losing a c c ost DP vessels have propulsion/thruster configurations beyond the minimum, as these provide ontrol options such as minimum power consumption, fine position control, and barred zones for

azimuthing thrusters to protect equipment. It also allows redundancy, which is the ability of a sition and heading despite losing a component within its DP system.

edundancy gives a DP vessel added time to safely shut down an operation should an failure occ i azard associated with a DP operation is key in determining the l ve rule, the greater the risk to life and property, the higher the level of DP ves sidered in a formal FMEA (Failure Modes and Effects Analysis) study. T study are generally req e ciety.

ONSEQUENCE ANALYSIS

O DP Class 2 and 3 vessels guidelines require a system of Online Consequence Analysis to be nco o l

position and heading after a predefined, worscon active thrusters and power generation stat

Redundancy, according to the International Maritime Organization (IMO), is the “ability ofcomponent or sys

e ence of redundancy is to enable the vessel to safely terminate a DP operatriti al component or system. This concept is referred to as “Single Point Failure” mode. M

c

vessel to maintain poR

ur n the DP system. Potential he l of redundancy. As a general

redundancy required.

sels are required to have all failure modes and their effects conhe results of the FMEA

uir d by pre-charter auditors, inspections, and the classification so

C IMi rp rated in the DP system. This system consistently ana

t case failure during DP operation. Possible ysis the vessel’s ability to maintain

sequences are derived from actual weather conditions, us. A single worst-case failures could be:

Failure in the most critical thruster. Failure in a thruster group.

Failure in a power bus section.

m the predefined failure, an alarm is generated for this possibility.

DP CA A This fe r at the

aintain position and heading within specified limits, king into account both the average environmental load and the vessel dynamics). The weather

onditions are defined by a one minute mean maximum wind velocity, a most-probable significant wave height, and a most-probable wave modal period.

If a loss of position results fro

P BILITY ANALYSIS SYSTEM

atu ome modern DP systems, predicts the maximum weather conditions the, in svessel is able to continue DP operations (mtac

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ELEMENTS OF A DYNAMIC POSITION SYSTEM Situations evaluated:

All systems fully operational; all thrusters active and no lack of power. Present condition with regard to thrusters and generators. Loss of one or more thruster units. Loss of one or more power generators (with possible loss of connected thrusters).

The results of the analysis are displayed graphically as wind holding-capability plots. These plots or rosettes show the limiting one-minute mean wind velocity for all vessel headings. By monitoring this display, the DPO can view the present operational margins with respect to the environmental conditions, and the optimum heading to select for safe operation. The limiting weather conditions for the different situations are also displayed as numeric information. Using an electronic beating line the DPO can read out the limiting figures for any vessel heading. The analysis can be updated every five minutes, taking into account the most recent changes in the environmental conditions.

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ELEMENTS OF A DYNAMIC POSITION SYSTEM

DP A s te es a vessel’s DP class. Classes with complete red d

VESSEL CLASSES

ys m control and redundancy determinun ancy will not lose heading or position from a single fault failure.

DP CLASS 0 Automatic heading control. Manual position control.

DP CLASS 1 Automatic heading control. Automatic position control. Non complete redundancy.

DP CLASS 2 Automatic heading control. Automatic position control. Complete redundancy including

thrusters and power.

DP CLASS 3 Automatic heading control. Automatic position control. Triple redundancy including thrusters,

power, fire, and flooding.

O quipment lass

NMD Consequence Class

DNV Class Notation

Lloyds Class Notation

ABS Class Notation

BV Class Notation

IMEC Class 0 DNV/T DP(CM) DPS-0 DYNAPOS

SAM Class 1 Class 1 DNV-AUTS DP(AM) DP-1 DYNAPOS

AM/AT Class 2 Class 2 DNV-AUTR DP(AA) DP-2 DYNAPOS

AM/AT R Class 3 Class 3 DNV-AUTRO DP(AAA) DP-3 DYNAPOS

AM/AT RS

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ELEMENTS OF A DYNAMIC POSITION SYSTEM

MATHEMATICAL MODELING IN DP SYSTEM ind, waves, current, fire monitors, cable or pipelay tension are some of the forces that cause a

he gyro compass, position measuring equipments, wind sensor, vertical reference unit, or motion reference sensor, measure the vessel’s reaction to “offsetting” forces.

The a d to compute the f t” values and “offset” values of heading and position. And, to issue thrusters command to counteract ffs tin ssel to the “setpoin h

is used to enhance the mathema rocess.

WDP vessel to wander off location. T

M thematical Model is designe di ference between the “setpoin

o

et g force(s) to return the ve t” eading and position.

A Kalman Filter tical modeling p

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ELEMENTS OF A DYNAMIC POSITION SYSTEM The Mathematical Model is a special calculating module (hydro- and aerodynamic vessel

se from external disturbances, as

Wind haracteristics. Data

from follow up control system sensors are parameters defining actuator’s thrust. Using these

types and structure, and superstructure location, etc. are taken into account in the Mathematical

applicable to the actual

The Mathematical Model adjustment is as accurate as possible and describes all possible modes of vessel motion from external disturbances as well as on board actuators.

Advantages:

description) that continually calculates the vessel’s responwell as from on board actuators (thrusters, etc). The response is indirectly estimated fromsensor data. Wind speed and wind angle, relatively to a vessel, are parameters of wind disturbance. forces and moment are calculated based on aerodynamic vessel hull c

parameters, instantaneous forces from propellers, rudders and thruster are calculated. All vessel particulars: mass, draft, dimensions, hull type, propulsion unit type, thrusters

Model, which is modified in accordance with sea trial data and thenvessel.

Multiple position measuring equipments (PMEs) are integrated in the mathematical

model to refine position determination. Utilizes data from sensors and other sources in the modeling process. Rudder is not

required for rotational control. Capable of recognizing and abandoning “questionable” data. Can maintain the vessel heading and position, on a deteriorating basis, after losing input

from PMEs and/or various sensors. Capable of updating itself based on current data from PMEs and sensors.

Limitations:

Initial design may be based on conditions that may not fully represent present operating conditions of the vessel.

The mathematic model generally does not have provision to directly measure tide and current.

KALMAN FILTER

Vessel motion control algorithms use vessel motion parameters: fore-aft (X axis) and athwartships forces (Y axis), yaw rate (N axis), heading, and coordinates. Also, it is necessary to know the parameters of current: speed and angle relatively to a vessel.

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ELEMENTS OF A DYNAMIC POSITION SYSTEM However, not all parameters can be measured quite accurately and some of them cannot be measured at all, therefore it is necessary to estimate these parameters. Parameters are connected to each other via vessel motion equations and the Mathematical Model allows their estimation. Vessel motion parameters also depend on external disturbances (wave), which annot be measured. Wave disturbance is taken into account by wave filters.

icting easurements. Vessel position data comes from several sensors (with different

he Kalman Filter algorithm allows generation of an optimal estimation of vessel motion

e period of tim

c The Mathematical Model is not perfect. For this reason, measured data and data received from the Mathematical Model are used together and are processed by the Kalman Filter algorithm. The Kalman Filter uses a vessel motion mathematical model for predmcharacteristics). Measurements, processed by filter, are weighed in accordance with their noise levels and then used for updating of vessel state, received from the Mathematical Model. Tparameters and parameters of current. Also, if measurements are absent, such algorithms allow a comparatively accurate prediction if vessel motion parameters for som

e. Advantages of using a Vessel Model and Kalman Filter:

thruster activity. Filtered sensor signals reduce noise and Erroneous data is compared with model data and rejected. easurement equipment combined while matching the Data of different position m

characteristics of the individual reference system. Mode Control or Dead Reckoning (DR) - vessels, with the loss of position or heading

inputs, can remain under automatic control by using estimated data that is based on the conditions of the previous few minutes.

aintained during ther conditions.

WA E

T efrequency wave disturbance filtering and low frequency vessel motion extraction. The Wave Filter takes into account high frequency vessel motion under wave disturbance. Three-second

:

Vessels have an extended operational window since positioning can be mmore wea

V FILTER

h Wave Filter is extension of the Kalman Filter. Wave Filters are intended for high-

order filters are used For description of wave disturbance along the longitudinal axis. For description of wave disturbance along the transversal axis. For description of disturbing moment relative to the vertical axis.

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PRACTICAL OPERATION OF A DP SYSTEM

POWER APPLICATION

SWITCH ON To switch the IVCS 2000 on, independently press the Power pushbuttons on the Main Control Panels of both consoles. After that a voltage is applied to all system components and the computers are started. In a few seconds, the IVCS 2000 loads and the Main Screen appears. NOTE: The console which was loaded first is Master. If both systems start, last station in command is master.

THE MAIN SCREEN

Select the Real Mode option on the Master console to start the IVCS 2000 operation in Real Mode.

Select the Simulator Mode option on the Master console to start the IVCS 2000 operation in Simulator Mode.

Select the Services option on the Master (or Hot Standby) console to load the Services Window

The Hours indicator shows total operating time (running hours).

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PRACTICAL OPERATION OF A DP SYSTEM

SHUT DOWN There are two ways to switch off the IVCS 2000 and shut down the computer, correctly. In any case, at first, it is necessary to switch the system to the Bridge Mode before shutting down. It is recommended to transfer the system into Standby Mode before switching to Bridge.

Basic method (automatic): Transfer the system into the Bridge Mode. Hold the Power Pushbutton on the Hot Standby console for 2 seconds. Then, the IVCS 2000 Hot Standby console will be unloaded and the computer will be shut down. Then, the LCD &Touch Screen power and Control Panels power is switched off immediately and all other system components power will automatically be switched off in 3 (three) minutes.

Hold the Power Pushbutton on the Master console for 2 seconds. Then, the IVCS 2000 will be completely switched off in 3 minutes.

Additional method (manual):

Transfer the system into the Bridge Mode. Exit an operational mode of the IVCS 2000 using Exit Key . Select Shut Down option in the Main Screen of the Hot Standby console. Then, the computer will be shut down.

Hold the Power Pushbutton of the Hot Standby console for 2 seconds and power will automatically be switched off in 3 minutes.

Select Shut Down option in the Main Screen of the Master console. Then, the computer will be shut down.

Hold the Power Pushbutton of the Master console for 2 seconds and power will automatically be switched off in 3 minutes.

Emergency method - Used only in emergency situation when it is impossible to switch the system into the Bridge Mode:

Hold the Power Pushbutton on t

he Hot Standby console for 10 seconds. Then, the IVCS 2000 Hot Standby console will be unloaded and the computer will be shut down. Then, the LCD &Touch Screen power and Control Panels power is switched off immediately and all other system components power will automatically be switched off in 3 (three) minutes.

Master console for 10 seconds. Then, the IVCS

OTE: During the shut down process the following inscription is displayed on the LCD:

Hold the Power Pushbutton on the2000 will be completely switched off in 3 minutes.

N

System is automatically shut down. Power off request is received.

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PRACTICAL OPERATION OF A DP SYSTEM

SYSTEM INITIALIZATION

Thrusters Selected - It is possible at any moment of the IVCS 2000 operation (and also before the control transfer from the Bridge Mode to the IVCS 2000), to switch On/Off actuators in Auto Mode operation in the Auto or Manual Thruster Windows, using Actuator Control Buttons. When an actuator is disabled from Auto Mode operation, it is controlled manually. It is recommended not to switch more than one actuator off from the Auto Mode. This can result in insufficient thrusts.

Sensors Initialization - When transferring control from the Bridge Mode to the IVCS 2000, make sure that the data being received from external sensors is correct and that proper processing results. Red color of the circle means failure of data or data processing.

BRIDGE CONTROL MODE This mode provides Vessel Control from the Bridge Control Station, using conventional levers, bow thruster control levers and steering levers or wheel. The IVCS 2000 is in operation and is ready for control acceptance.

ACTUATOR SYNCHRONIZATION Before transferring control from the Bridge Mode to the IVCS 2000, it is recommended to perform the following actuator synchronization using the Manual Actuator Softkeys.

For Thrusters - Set thruster in a neutral position both in the IVCS 2000 (using the Manual Thruster Window) and on the vessel’s console (using thruster levers) in order to avoid jumps at the moment of transferring.

For Rudders and Propellers - Set Rudder and Propeller values for the IVCS 2000 equal to actual values of real vessel actuators, in order to avoid jumps at the moment of transfer. Otherwise, at the moment of transfer the system will set the actual values of real vessel actuators as the Actuator Set Value.

STAND BY CONTROL MODE This mode provides Vessel Control through the IVCS 2000. It is impossible to control from the Bridge Control Station. Manual independent control of all vessel actuators is provided in the Standby Control mode. The system is ready to pass the control to the JDP Mode or to Autopilot Mode at any moment.

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PRACTICAL OPERATION OF A DP SYSTEM

JOYSTICK AND KNOB SYNCHRONIZATION To avoid sudden and large thruster movements, it is necessary to perform the Joystick and/or Knob synchronization upon receipt of the synchronizing alarm message and voice announcement. Red color of Knob Match and/or Joystick Match indicators, on active Control Panel, also indicates the necessity to synchronize. To synchronize the Joystick and/or Knob, move the Joystick lever and/or rotate the Knob in the direction pointed by red arrows of Knob Match and/or Joystick Match until they become dim. It is also possible to achieve synchronization by matching of the Joystick and/or Knob position with the end of Actual Control Force Vector and/or Actual Control Moment accordingly in the Hold Plot Window.

MANUAL ACTUATORS CONTROL Manual Actuator Control can be provided in:

Stand By mode: for all vessel actuators. Autopilot Mode: for rudders. J/DP Mode: for actuators, disabled from automatic control.

To change an Actuator Set Value use Manual Actuator Control Softkeys (◄►) in the Manual Thruster Window.

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CONTROL TRANSFER

TRANSFER BETWEEN BRIDGE AND THE IVCS 2000 To transfer the control from the Bridge to the IVCS 2000, switch the Steering Selector into the DP position. Then, the IVCS 2000 is ready for operation in Stand By Mode. NOTE: In this case, control is transferred to the active Control Panel. To transfer the control from the IVCS 2000 to the Bridge, switch the Steering Selector into the Bridge position. It is recommended to transfer the system into Standby Mode before switching to Bridge for actuator manual synchronizing.

CONTROL TRANSFER BETWEEN THE MASTER AND HOT STANDBY CONSOLE For control transfer between The Master and Hot Standby consoles, the Accept Control Pushbutton is used. A green LED Indicator in the Accept Control Pushbutton indicates that console is in control. When first switching the IVCS 2000 on, the Main Control panel of the Master Console becomes active. The Control Transfer Procedure between Master and Hot Standby consoles is - press the Accept Control button on the Operator Console, where control is to be transferred to, and hold it for two seconds. Control is then transferred to this console, its LED indicator becomes illuminated, and the one on the previous console becomes extinguished.

TRANSFER BETWEEN THE MAIN AND PORTABLE CP The Control Transfer Procedure between Main Control and Portable Control Panels of the Master Console is the same as described above. NOTE: If the Portable CP is connected to the Hot Standby Main CP, the Control Transfer Procedure is the same. In this case, the Hot Standby Console becomes the Master. NOTE: On transferring control from the Bridge Mode to the IVCS 2000, control is transferred to the active Control Panel.

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PRACTICAL OPERATION OF A DP SYSTEM

JDP CONTROL MODES In this mode, control is being provided from the Joystick and/or Knob or DP System. J/DP Mode includes Heading Control and Position Control. The following combinations of manual and automatic control are available:

MANUAL HEADING – MANUAL POSITION MODE This full manual IVCS 2000 mode is used for maneuvering at the dock, drilling rigs, etc. To enter this mode:

Press the J/DP Softkey on the touch screen (if it is not already illuminated). After pressing it blinks.

Press the ENTER Pushbutton on the Control panel or Joystick Pushbutton or the ENTER Control Softkey to acknowledge (Then, the J/DP Softkey becomes bright green).

Select Manual Heading Mode (similar to J/DP Mode selection (the Softkey MAN in HDG Group).

Select Manual Position Mode, similar to J/DP Mode selection (the Softkey MAN in POS Group).

Maneuver the vessel by using the Joystick to set desired Control Force and the Knob to set desired Control Moment (see the Hold Plot Window).

If the system is in J/DP Mode, an operator can transfer the system from the Auto Heading / Auto Position Mode to the Manual Heading / Manual Position Mode by holding Hold HDG / Hold POS Pushbutton with illuminated LED Indicators on the active Control Panel.

AUTO HEADING – MANUAL POSITION MODE This mode is used for automatically holding selected heading. To enter this mode:

Press the J/DP Softkey on the touch screen (if it is not already illuminated). After pressing it blinks.

Press the ENTER Pushbutton on Control panel or Joystick Pushbutton or the ENTER Control Softkey to acknowledge (after that the J/DP Softkey becomes bright green).

Select Auto Heading Mode, similar to J/DP Mode selection (the AUTO Softkey in the HDG Group).

Set desired heading using the Heading Setpoint Editor. Select Manual Position Mode, similar to J/DP Mode selection (the MAN Softkey in the

POS Group). Move the Joystick to set desired Control Force (see the Hold Plot Window).

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PRACTICAL OPERATION OF A DP SYSTEM If the system is in J/DP Mode, a DPO can transfer the system to the Auto Heading Mode holding the actual heading by pressing the Hold HDG Pushbutton with the non-illuminated LED Indicator on the active Control Panel. To transfer from the Auto Position Mode to the Manual Position Mode, hold the Hold POS Pushbutton with illuminated LED Indicator on the active Control Panel.

MANUAL HEADING – AUTO POSITION MODE This mode allows manual control of the vessel heading while position is held constant via the DP controller. To enter this mode:

Press the J/DP Softkey on the touch screen (if it is not already illuminated). After pressing it blinks.

Press the ENTER Pushbutton on Control panel or Joystick Pushbutton or the ENTER Control Softkey to acknowledge (after that the J/DP Softkey becomes bright green).

Select Manual Heading Mode, similar to J/DP Mode selection (the MAN Softkey in the HDG Group).

Select Auto Position Mode, similar to J/DP Mode selection (the AUTO Softkey in the POS Group).

Set desired point of positioning using the Position Setpoint Editor. Rotate the Knob to set desired Control Moment (see the Hold Plot Window).

If the system is in J/DP Mode, the DPO can transfer the system to the Auto Position Mode holding the actual vessel Lat. and Long. as the point of positioning by pressing the Hold POS Pushbutton with the non-illuminated LED Indicator on the active Control Panel. To transfer from the Auto Heading Mode to the Manual Heading Mode, hold the Hold HDG Pushbutton with illuminated LED Indicator on the active Control Panel.

AUTO HEADING – AUTO POSITIONING MODE This full automatic IVCS 2000 mode is used for most activities at the worksite. To enter mode:

Press the J/DP Softkey on the touch screen (if it is not already illuminated). After pressing it blinks.

Press the ENTER Pushbutton on Control panel or Joystick Pushbutton or the ENTER Control Softkey to acknowledge (Then, the J/DP Softkey becomes bright green).

Select Auto Heading Mode, similar to J/DP Mode selection (the Softkey AUTO in HDG Group).

Set desired heading using the Heading Setpoint Editor. Select Auto Position Mode, similar to J/DP Mode selection (the AUTO Softkey in the

POS Group). int of positioning using the Position Setpoint Editor. Set desired po

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PRACTICAL OPERATION OF A DP SYSTEM If the system is in J/DP Mode, the DPO can transfer the system to the Auto Heading Mode holding the actual heading by pressing the Hold HDG Pushbutton with the non-illuminated LED Indicator on the active Control Panel. If the system is in J/DP Mode, the DPO can transfer the system to the Auto Position Mode holding the actual vessel Lat. and Long. as the point of positioning by pressing the Hold POS Pushbutton with the non-illuminated LED Indicator on the active Control Panel.

MANUAL SURGE MODE This Manual Surge & Auto Sway Mode provides Joystick manual control of fore-aft motion and automatic holding of athwartships position. To enter this mode:

Press the J/DP Softkey on the touch screen (if it is not already illuminated). After pressing it blinks.

Press the ENTER Pushbutton on Control panel or Joystick Pushbutton or the ENTER Control Softkey to acknowledge (after that the J/DP Softkey becomes bright green).

Select Manual Surge Mode, similar to J/DP Mode selection (the man SURGE Softkey in the POS Group).

Set desired point of positioning using the Position Setpoint Editor. Make a fore-aft Joystick motion to set the desired Control Force (see the Hold Plot

Window).

MANUAL SWAY MODE This Manual Sway & Auto Surge Mode provides Joystick manual control of athwartships motion and automatic holding of athwartships position. To enter this mode:

Press the J/DP Softkey on the touch screen (if it is not already illuminated). After pressing it blinks.

Press the ENTER Pushbutton on Control Panel or Joystick Pushbutton or the ENTER Control Softkey to acknowledge (Then, the J/DP Softkey becomes bright green).

Select the Manual Sway Mode, similar to the J/DP Mode selection (the man SWAY Softkey in the POS Group).

Set a desired point of positioning using the Position Setpoint Editor. Make athwartships Joystick motion to set desired Control Force (see the Hold Plot

Window).

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PRACTICAL OPERATION OF A DP SYSTEM

SPEED VECTOR MODE The Speed Vector Mode provides Joystick control of vessel speed vector. To enter this mode:

Press the J/DP Softkey on the touch screen (if it is not already illuminated). After pressing it blinks.

Press the ENTER Pushbutton on Control panel or Joystick Pushbutton or the ENTER Control Softkey to acknowledge (Then, the J/DP Softkey becomes bright green).

Select the Speed Vector Mode, similar to the J/DP Mode selection (the SPEED vect Softkey in the POS Group).

Use the Joystick to set desired Vessel Speed Vector (see the Hold Plot Window).

ROV FOLLOWING MODE This mode enables the vessel to automatically follow a moving target (ROV - Remote Operated Vehicle) and keeps the vessel at a constant position relative to the ROV, with all possible variants of vessel heading control. To enter this mode:

Press the J/DP Softkey on the touch screen (if it is not already illuminated). After pressing it blinks.

Press the ENTER Pushbutton on Control panel or Joystick Pushbutton or the ENTER Main Soft Key to acknowledge (Then, the J/DP Softkey becomes bright green).

Press the Select Windows Main Softkey and set the ROV window. Set one of the active beacons as the ROV in the ROV Follow Window. At this time the

ROV Main Softkey and the ROV button in the Heading Setpoint Editor become active (bright green) and the ROV symbol appears on the Motion Plot.

Set ROV Following Mode parameters. It is possible to change set parameters at any moment during the IVCS 2000 operation.

Select Heading Mode (it can be changed at any moment of the ROV Following operation):

Manual Heading. Auto Heading:

Hold Heading. Set/Offset Heading. Min Power Heading. System Selected Heading – ROV follow with heading directed to the moving

target at every moment. To start ROV Following, press the ROV Main Softkey. The ROV Active Window

appears. Press the Follow softkey. he ROV Main Softkey. The ROV Active Window To pause ROV Following, press t

appears. Press the Pause softkey. ode, select any other IVCS 2000 Control Mode. To switch off the ROV Following M

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PRACTICAL OPERATION OF A DP SYSTEM

TRACK CONTROL (LOW SPEED) MODE This mode provides the vessel movement at low speed along the selected route, with all possible variants of vessel heading control. To enter this mode:

Press the J/DP Softkey on the touch screen (if it is not already illuminated). After pressing it blinks.

Press the ENTER Pushbutton on Control panel or Joystick Pushbutton or the ENTER Main Soft Key to acknowledge (Then, the J/DP Softkey becomes bright green).

Press the Select Windows Main Softkey and set the Select Route window (the Route softkey).

At this time the graphic presentation (polyline) of the current route from the Route List appears on the Motion Plot.

Select a route with Low Speed status. Edit it if necessary. Or, create a new Low Speed route.

Set the selected route as Active. At this time: The selected route row color in the Select Route Window is changed to dark red. Graphic presentation of the selected Active route appears on the Motion Plot (dark

red polyline). Waypoint list of the selected Active route appears in the Track Control Window. Main Softkey TRACK becomes active (bright green).

NOTE: If you occasionally set a route with the High Speed status as Active, it won’t be possible to load the Track Control (Low Speed) Mode.

Set Track Control (Low Speed) Mode parameters. It is possible to change set parameters

at any moment during the IVCS 2000 operation. Select Heading Mode (it can be changed at any moment of the Low Speed tracking):

Manual Heading. Auto Heading:

Hold Heading. Set/Offset Heading. Min Power Heading.

To r , press the TACK Main Softkey (POS Group). The Track sta t Low Speed TrackingControl (Low Speed) Active Window appears. Press the Follow softkey.

k Control (Low To pause Low Speed Tracing, press the TRACK Main Softkey. The TracSpeed) Active Window appears. Press the Pause softkey.

t any other IVCS 2000 Control To switch off the Track Control (Low Speed) Mode, selecMode.

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PRACTICAL OPERATION OF A DP SYSTEM

ACTIVE WIND COMPENSATION This mode is used for compensation of wind disturbance only in J/DP Mode. To enter this mode:

Press the J/DP Softkey on the touch screen (if it is not already illuminated). After pressing it blinks.

Press the ENTER Pushbutton on Control panel or Joystick Pushbutton or the ENTER Control Softkey to acknowledge (Then, the J/DP Softkey becomes bright green).

Select the Auto Wind Compensation, similar to the J/DP Mode selection (the AWC Softkey in the FUNC Group).

REMOTE COR This mode can be use only with the Manual Heading submode of the J/DP mode. The procedure for Remote COR adjustment:

Enter the J/DP Mode. Select necessary combination of Heading and Position sub modes (see description above). Press the remote COR Softkey in FUNC Group. After pressing it blinks. Press the ENTER Pushbutton on Control panel or Joystick Pushbutton or the ENTER

Control Softkey to acknowledge. Then, the remote COR Softkey becomes bright green and COR Switch appears.

Select COR Position using COR Switch.

To change COR location: Press the remote COR Softkey in the FUNC Group, after that the COR Switch appears. Set desired COR Position. OR, Use the Joystick Mode Parameters Window.

NOTE: May use the Joystick Mode Parameters Window for COR location changing only if the COR is out of the vessel center (at this time the remote COR Softkey is bright green). If the system is in J/DP Mode, the DPO can promptly change COR location by pressing the Remote COR Pushbutton with the non-illuminated LED Indicator on the active Control Panel. At this time, the COR location will be transferred according to COR settings in the Joystick Mode Parameters Window (in Bow or in Stern). To transfer the COR location into Center Position, press Remote COR Pushbutton with illuminated LED Indicator on the active Control Panel.

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PRACTICAL OPERATION OF A DP SYSTEM

THRUSTER MOTOR START PREPARATION This procedure can be executed only in the J/DP mode. The Thruster Motor Start is possible under the following Start Conditions:

The Shaft Generator, to which the thruster is connected, provides power. The Generator circuit-breaker is connected to the same bus with the starting thruster. Not more than one bow and one stern thruster is connected to the same generator.

To prepare the thruster motor starts:

Switch on all the needed circuit breakers (Generator circuit breaker, Bus Tie circuit breaker) in order to provide the thruster power supply from the required generator.

Press the J/DP Softkey on the touch screen (if it is not already illuminated). After pressing it blinks.

Press the ENTER Pushbutton on Control panel or Joystick Pushbutton or the ENTER Main Soft Key to acknowledge (Then, the J/DP Softkey becomes bright green).

Press the Select Windows Main Softkey and set the Power Monitoring window. Press the Start Pushbutton near the thruster, which you are going to start. After pressing,

it blinks while the Thruster Motor Start Preparation Procedure is being executed. When this Pushbutton changes to light green Ready to start, then, the thruster circuit

breaker can be switched on manually.

After starting, the thruster is in the Manual Control Mode. To use it in DP, the operator should transfer it to the Auto Thruster Mode.

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PRACTICAL OPERATION OF A DP SYSTEM

JDP CONTROL ADJUSTMENT

JOYSTICK AND KNOB GAIN To set Joystick and Knob gain:

Press Param Softkey in the Windows Select Area to load the Parameters Window. Select Joystick Mode Parameters Window (JST Softkey). Press the Change Softkey to select Joystick Gain: Normal, High, or Progressive. Press the Apply Softkey in the Heading Mode Parameters Window.

COR LOCATION To set COR location:

Press Param Softkey in the Windows Select Area to load the Parameters Window. Select Joystick Mode Parameters Window (JST Softkey). Press the Change Softkey to select COR location in Bow or in Stern. Press the Apply Softkey in the Heading Mode Parameters Window to apply settings. This

is only possible, if the remote COR Softkey is bright green. The set COR value will be used when pressing the Remote COR button on the active Control Panel and also this value will be set in COR Selector by default.

DESIRED HEADING To set a new heading or to hold an actual heading:

Press the AUTO Softkey in the HDG Group, after that the Heading Setpoint Editor appears. The Heading Setpoint Editor allows the following actions:

Hold Heading - hold an Actual Vessel Heading as the Heading Setpoint, do the following:

Press the Hold Softkey. The Actual Vessel Heading value appears in the Editing Field.

he OK Softkey for set heading acknowledgement. The Hold HDG LED Press tindicator is illuminated on the active Control Panel.

NOTE: If the system is in the J/DP Mode an operator can transfer the system to the Auto Heading Mode holding the actual heading by pressing the Hold HDG Pushbutton with the non-illuminated LED Indicator on the Control Panels.

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PRACTICAL OPERATION OF A DP SYSTEM

Set Heading - To set a new Heading: Enter desired Heading Setpoint value (0° – 359.9°) into Editing Field using

Numeric Keypad. If the Heading Setpoint is out of range 0° – 359.9°, the system will generate an alarm message.

Press the OK Softkey for set heading acknowledgement. NOTE: It won’t be possible to set other characteristics in the Parameters Window or to load a different mode if the Heading Setpoint Editor is active.

Set desired Heading Setpoint value - Heading Setpoint value is shown in Heading

Display. OR, Use the Heading Mode Parameters Window:

Press Param Softkey in the Windows Select Area to load the Parameters Window. Select Heading Mode Parameters Window (HDG Softkey). Press the Set Softkey, after that the Heading Setpoint Editor appears. Set desired Heading Setpoint value (see description below). Press the Apply Softkey in the Heading Mode Parameters Window for set Heading

value adjustment or press the Cancel.

OFFSET HEADING To input the new Heading as an offset of Actual Heading Setpoint:

Press the Offset Softkey, value of Editing Field become zero. Enter desired Heading Setpoint offset. ent.

o load the System Selected Heading for the ROV follow Mode (ROV following with heading

Press the OK Softkey for acknowledgem

MIN POWER HEADING To display an automatically calculated Min Power Heading value in the Heading Editing Field, press the Min Pwr Softkey. Press the OK Softkey to automatically hold calculated Heading value.

SYSTEM SELECTED HEADING FOR THE ROV FOLLOWING MODE Tdirected to the moving target at every moment), press the ROV Main softkey in the HDG group. NOTE: The ROV Main Softkey is active only when one of active beacons is set as the ROV (only in the ROV Follow Mode).

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PRACTICAL OPERATION OF A DP SYSTEM

SYSTEM SELECTED HEADING FOR THE TRACK CONTROL (LOW SPEED) MODE To load the System Selected Heading for the Track Control (Low Speed) Mode (Track Control with heading directed to the next waypoint at all times), press the TRACK Main softkey in the HDG group. NOTE: The TRACK Main Softkey is active only in the Track Control (Low Speed) Mode.

DESIRED POSITION To set a new point of positioning:

Press the AUTO Softkey in the POS Group, after that the Position Setpoint Editor appears.

Set. OR, Use Position Mode Parameters Window:

Press the Param Softkey in the Windows Select Area to load the Parameters Window. Select heading Mode Parameters Window (Pos Softkey). Press the Set Softkey, after that the Position Setpoint Editor appears. Set desired Position Setpoint value (see description below). Press the Apply Softkey in the Position Mode Parameters Window.

The Position Setpoint Editor allows the following actions:

HOLD POSITION To hold the actual vessel Lat. and Long. as the point of positioning (Position Setpoint):

Press the Hold Softkey. The actual vessel Lat. and Long. values appear in the Editing Field.

Press the OK Softkey for set point of positioning acknowledgement.

SET POSITION To set a new point of positioning:

Enter desired Positioning Setpoint value into Editing Field using Numeric Keypad.

NOTE: an transfer the system to the Auto Position Mode holding the actual vessel position by pressing the Hold POS Pushbutton with the non-illuminated LED Indicator on the Control Panels.

Press the OK Softkey for set point of positioning acknowledgement. The Hold POS LED indicator is illuminated on the active Control Panel. If the system is in the J/DP Mode, an operator c

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PRACTICAL OPERATION OF A DP SYSTEM

OFFSET POSITION To input the new point of positioning as an offset of Actual Position Setpoint:

Press the Offset Softkey. Choose TRUE or REL offset entering. Enter desired Position Setpoint offset. Press the OK Softkey for acknowledgement.

NOTE: It won’t be possible to set other characteristics in the Parameters Window or to load a different mode if the Position Setpoint Editor is active.

HEADING CONTROL ADJUSTMENT

Heading Gain - To set Heading gain: Press Param Softkey in the Windows Select Area to load the Parameters Window. Select Heading Mode Parameters Window (HDG Softkey). Using < and > buttons set necessary values from the range: 6, 12, 18, 24, 30, 60, 120. Press the Apply Softkey in the Heading Mode Parameters Window to acknowledge.

Heading Limit.

POSITION CONTROL ADJUSTMENT

Position Gain - To set Position gain: Press Param Softkey in the Windows Select Area to load the Parameters Window. Select Position Mode Parameters Window (Pos Softkey). Using < and > buttons set necessary values from the range: 1..10. Press the Apply Softkey in the Position Mode Parameters Window to acknowledge.

Position Limit. Vessel Speed Limit.

THRUSTER LIMITS

To set Thruster Limits: Press Param Softkey in the Windows Select Area to load the Parameters Window. Select TAL Mode Parameters Window (Thr Lim Softkey). Using < and > buttons set required limit values for each actuator from the range: 1-

100%, and for Rudders: 0°..65°. Press the Apply Softkey in the TAL Mode Parameters Window to acknowledge.

In the J/DP Mode set limits are indicated by red triangles in the Auto/Manual Thruster Window.

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PRACTICAL OPERATION OF A DP SYSTEM

POWER LIMITS To set Power Limits:

Windows Select Area to load the Parameters Window. Press Param Softkey in the (Pow Lim Softkey). Select Power Limits Parameters Window it values for each thruster, engine, or generator Using < and > buttons set required lim

from the range: 1-100%. Press the Apply Softkey in the Power Limits Parameters Window to acknowledge.

TMENT

To

In the J/DP Mode, set limits are indicated by red lines in the Power Monitoring Window.

ROV FOLLOW PARAMETERS ADJUS

set ROV Follow Parameters: Press the Param Softkey in the Windows Select Area to load the Parameters Window. Select ROV Follow Mode Parameters Window (ROV Softkey). Set Reaction Radius and Stop Radius for ROV Following. Set ROV Follow speed.

Press the Apply Softkey in the ROV Follow Mode Parameters Window to acknowledge.

DE PARAMETERS ADJUSTMENT

o s R

TRACK CONTROL (LOW SPEED) MO T et OV Follow Parameters:

Press the Param Softkey in the Windows Select Area to load the Parameters Window. Select Track Control (Low Speed) Mode Parameters Window (TRACK Softkey). Select Track Control Strategy. Set Vessel Speed for Low Tracking. Set Off track Limit. Set Track Gain. ey in the Track Control (Low Speed) Mode Parameters Window to

cknowledge. Press the Apply Softka

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PRACTICAL OPERATION OF A DP SYSTEM

ROUTE LIST EDITING Open the Select Route window for the Route List modifying.

NEW ROUTE CREATION To create a new route:

Using the ↑ and ↓ softkeys, select a row in the Route List, where you wish to insert a new route.

Press the Add Route control button. A new row appears above the selected one. By default a new route has the New Route name and Low Speed status. A waypoint list of the new route is empty by default.

ROUTE EDITING To edit route characteristics:

Using the ↑ and ↓ softkeys select a row in the Route List, which is necessary to edit. All characteristics of the selected route are indicated in the lower part of the Select Route Window.

Press the Edit Route control button. Control buttons of the lower part of the window become active and control buttons of the upper part of the window – inactive.

To edit a name of the route, press the Route Name button. The Route Name Editor appears. Using the Alpha-numeric keypad, input the new name of the route and press the OK button for acknowledge.

To change route status, press the Set Status control button. Using buttons Add Point, Edit Point, and Del Point, edit a waypoint list of the route (see

below). Press the OK button for acknowledgement of new characteristics of the selected route.

ROUTE REMOVAL To remove a route from the Route List, do the following:

Using the ↑ and ↓ softkeys select a route in the Route List, which you wish to delete. Press the Del Route control button.

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PRACTICAL OPERATION OF A DP SYSTEM

WAYPOINT LIST EDITING

NE To

W WAYPOINT CREATION

add a new waypoint to the WP List: eys, select a row in the WP List, where you wish to insert a Using the ↑ and ↓ softk

waypoint. Press the Add Point control button.

A new row appears above the selected one. By default coordinates of the next waypoint are set as new waypoint coordinates.

the added waypoint is the first, coordinates of the Motion Plot center are set as new waypoint

WA P To i

Ifcoordinates.

Y OINT COORDINATES EDITING

ed t WP coordinates: sing the ↑ and ↓ softkeys select a waypoint, which coordinates should be edited. U Press the Edit Point control button.

he Waypoint Editor appears. Using the numeric keypad input the new WP coordinates (similar ee items 5.7.4.1 – 5.7.4.3) and press the OK button for

WA P To rem he Waypoint List:

Tto Position Setpoint editing, sacknowledge.

Y OINT REMOVAL

ove a WP from t Using the ↑ and ↓ softkeys select a waypoint, where you wish to delete. int control button. Press the Del Po

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PRACTICAL OPERATION OF A DP SYSTEM

AP CONTROL MODES The Autopilot Mode is used for Heading Control when underway moving ahead. Propellers are

orking synchronously. Vessel Speed control is provided by propeller RPM control from the Bridge Control Station. Synchronized rudders controlled by the IVCS 2000 provide heading

e available:

MA U Dir M ers, using the Rotary Knob. To enter this mode:

w

Control. The following modes ar

N AL COURSE KEEPING

ect anual Control of synchronized rudd Press the AP Softkey on the touch screen (if it is not already illuminated). After pressing,

it blinks. Press the ENTER Pushbutton on Control panel or Joystick Pushbutton or the ENTER

Control Softkey to acknowledge (after that the AP Softkey becomes bright green). Select Manual Heading Mode, similar to AP Mode selection (the Softkey MAN in HDG

Group). Maneuver the vessel by the Knob to set desired rudder angle (see the Hold Plot Window).

to the Indicat

AU Autom

If th se ystem is in A/P Mode, an operator can transfer the system from the Auto Heading Mode

Manual Heading Mode holding the Hold HDG Pushbutton with illuminated LED ors on the active Control Panel.

TO COURSE KEEPING

atic holding of Heading. To enter this mode: inated). After pressing Press the AP Softkey on the touch screen (if it is not already illum

it blinks. Press the ENTER Pushbutton on Control panel or Joystick Pushbutton or the ENTER

Control Softkey to acknowledge (after that the A/P Softkey becomes bright green). Select Auto Heading Mode, similar to A/P Mode selection (the AUTO Softkey in the

HDG Group). Set desired headin

g using the Heading Setpoint Editor.

system to the Auto Heading Mode

illu n

If the system is in A/P Mode, an operator can transfer theholding the actual heading by momentarily pressing the Hold HDG Pushbutton with the non-

mi ated LED Indicator on the active Control Panel.

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PRACTICAL OPERATION OF A DP SYSTEM

TRACK CONTROL (HIGH SPEED) MODE

This mode provides route following with automatic control of vessel heading. Operator using ed along the track in this mode manually. To enter this

ode:

Engine Telegraph controls vessel spem

Press the AP Softkey on the touch screen (if it is not already illuminated). After pressing it blinks.

r that the J/DP Softkey becomes bright green).

Press the ENTER Pushbutton on Control panel or Joystick Pushbutton or the ENTER Main Soft Key to acknowledge (afte

ftkey and set the Select Route window (the Route Press the Select Windows Main Sosoftkey).

At this time the graphic presentation (polyline) of the current route from the Route List appears on the Motion Plot.

Select a route with High Speed status. Edit it if necessary. Or, create a new High Speed route.

Set the lected route as Active. At this time: se The selected route row color in the Select Route Window is changed to dark red. Graphic presentation of the selected

red polyline). Active route appears on the Motion Plot (dark

Waypoint list of the selected Active route appears in the Track Control Window. Main Softkey TRACK in the POS group becomes active (bright green).

NOTE: If you occasionally set a route with the Low Speed status as Active, it won’t be possible to load the Track Control (High Speed) Mode.

Set Track Control (High Speed) Mode parameters. It is possible to change set parameters

at any moment during the IVCS 2000 operation. To start High Speed Tracking, press the TRACK Main Softkey (POS Group). To switch off the Track Control (High Speed) Mode, select any other IVCS 2000 Control

Mode.

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PRACTICAL OPERATION OF A DP SYSTEM

AP CONTROL ADJUSTMENT

Press Param Softkey in the Windows Select Area to load the Parameters Window. Select Auto Pilot Parameters Window (AP Softkey). Using < and > buttons set required values:

Rate of Turn from the range: 6, 12, 18, 24, 30, 60, 120°/min. Heading Limit from the range: 2, 3, 5, 10, 15, 30°. Heading Gain from the range: 1 .. 10. Rudder Limit from the range: 5, 10, 15, 20, 25, 30, 35, 40, 45, 50, 55, 65°. Rudder Dead Zone from the range: 0.1 .. 3°.

Set Turn Radius for the Track Control (High Speed) Mode. Set Off Track Limit for the Track Control (High Speed) Mode. ain. Set Track G Press the Apply Softkey in the View Setting Window to acknowledge.

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PRACTICAL OPERATION OF A DP SYSTEM

DISPLAY ADJUSTMENT

Press Param Softkey in the Windows Select Area to load the Parameters Window. Select View Settings Window (View Softkey). Using Change or < > buttons set required values:

Grid On/Off. Sub Grid On/Off. Units (m, ft, cables, Lat. Long.). Palette Day/Night. Auto View On/Off. View True/Relative. Scale 128 – 0.125. Trace On/Off. Step 10,30,60,600,1800,3600 sec.

Press the Apply Softkey in the View Setting Window to acknowledge.

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PRACTICAL OPERATION OF A DP SYSTEM

SIMULATOR OPERATIONS

INI A Carry o t Mode:

TI LIZATION

ut he following steps to operate the IVCS 2000, in the Simulator aLo d the IVCS 2000. e indow Sel ct Simulator Mode in the Main Screen. Then, the Edit Starting Conditions W

appears, where you should set initial conditions for. Vessel Speed, Heading, and Position (Lat. Long) – Conditions Mode (the Conditions

Softkey). Wind Speed, Wind Direction, Current Speed, Current Dire

Height, Wave Direction – Disturbance Mode (the Disturb Soction, Water Depth, Wave ftkey).

ed value, press the Edit Softkey and corresponding Editor appears below To set the requirthe Edit Starting Conditions Window.

Press the OK Softkey in Edit Starting Conditions Window for acknowledgement of set initial values and to load the IVCS 2000 in the Simulator Mode.

SIMULATION After carrying out actions above, the IVCS 2000 is ready for operation in the Simulator Mode. You can then, operate the same as in the Real Mode.

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PRACTICAL OPERATION OF A DP SYSTEM

STATUS AND ALARM MESSAGE

The s

sy tem provides an alarm report in the Alarm Window and Alarm Monitor. To load the Alarm Window, select the Alarm Softkey in the Windows Select Area. To load the Alarm Monitor, press the Monitor Softkey in the Alarm Window or select

Monitor option in the Main Screen. There a t

Services Alarm

re wo independent alarm states: k alarm. To acknowledge the current alarm, press the

rm Window. Ac nowledged / Not AcknowledgedACK Softkey in the Ala

Start Ti Sto

or example, if the Main Control Panel was accidentally disconnected, the system generates the larm Main control panel: connection lost. The Start Time is time of alarm generation. This

alarm is current until the connection is restored and the Stop Time is time of restoration. Also, information concerning the last current not acknowledged (or last not acknowledged) alarm appears, in the Last Alarm/Message Line.

Current / Past alarm.

me of alarm – time when the alarm was generated by the IVCS 2000.

p Time of alarm – time when an alarmed fault was cleared. Fa

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PRACTICAL OPERATION OF A DP SYSTEM

CONTROL MODES AND FUNCTIONS

L MODE

ph Levers, Bow and Stern Thruster Control Levers, and Steering Levers Or Wheel. The IVCS 2000 is in ope i

STANDBY CONTROL MODE Provides v from the bridge con lcontrol e after been switched on. The system is ready to pas

JDP CONTROL MODE

rovides control through the joystick or DP System. J/DP mode includes Heading Control and

HEADING CONTROL Vessel Heading Control is provided manually or automatically by means of control moment generation. The operator is able to choose the following modes:

BRIDGE CONTRO Provides vessel control from the Bridge Control Console, using Engine Telegra

rat on and is ready for control acceptance.

essel control through the IVCS 2000. It is impossible to control tro station. Manual independent control of all vessel actuators is provided in the standby

mode. The IVCS 2001 enters this mods the control to the J/DP Mode or to Autopilot mode at any moment.

PPosition Control.

Manual Heading - provides control of vessel heading from the Main Control Panel or Portable Control Panel by knob rotation, which generates a control moment.

Auto Heading - used for automatically holding a selected heading. The following functions are available:

Hold Heading – holds current heading. Set Heading – sets new course and steers to it, automatically. Minimal Power Heading – automatic course holding based on a calculated heading,

which minimizes the disturbance due to the effects of wind, waves, and current. This results in minimum DP activity and minimum power consumption.

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PRACTICAL OPERATION OF A DP SYSTEM

POSITION CONTROL

his mode provides control of athwartships and fore-aft vessel motion.

MA U

ontrol se propellers, rudders, and k lever movement in two axes. It is used for vessel

pos n

AU

utomatic position-keeping mode maintains the vessel in a selected position. The following

T

N AL POSITIONING (JOYSTICK MODE)

s the ves l positioning. Fore-aft and athwartships forces fromCthrusters are commanded by the joystic

itio ing at dock maneuvering, drilling rigs, etc.

TO POSITIONING Afunctions are included:

Hold Position – holds present position. Set Position – sets new position and move to it. Offset Position – sets position, offset by a selected distance from another position.

SEMI-AUTOMATIC CONTROL Most commonly used when mooring. The following functions are included:

Manual Surge & Auto Sway – joystick manual control of fore-aft motion (set heading direction) and automatic holding of athwartships position.

Auto Surge & Manual Sway – joystick manual control of athwartships motion and automatic holding of fore-aft position (set heading direction).

Manual Speed Vector – joystick control of vessel speed vector.

REMOTE OPERATED VEHICLE FOLLOWING Enables the vessel to automatically follow a moving target (ROV - Remote Operated Vehicle) and keeps the vessel at a constant position relative to the ROV. To operate this mode, the vessel should be equipped with a Hydroacoustics Position Measurement Equipment for monitoring its position relative to the ROV. The following Heading functions are available:

Auto Heading: Hold Heading – holds a current vessel heading when following an ROV. Set Heading – sets new heading and holds it automatically when following an

ROV. System Selected Heading – ROV follow with heading directed to the moving

target at all times.

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PRACTICAL OPERATION OF A DP SYSTEM

Manual Heading – manual heading control by knob rotation.

the ROV Follow Mode the DPO sets: In

Reaction Radius (RR) (Watch Circle) - defines a circle of operation, within which the using the vessel to move. It only moves when it crosses the

he center of this circle is the ROV. ROV can move without caboundary of the circle of operation. T

Maximum value of ROV Follow Speed – a constant speed of vessel movement when following an ROV. A speed vector is always directed towards the ROV in this mode.

A Stop Radius (SR), which is automatically determined based on the Watch Circle and defines a circle at which the vessels stops when entering it. The ROV is at the center of this circle.

Vship = 0

Vship = 0

ShipMovement

ZoneSR

RR

Ship StopZone

Position 1 Position 2

Posi

Position 3 Position 4 Position 5

ROV FOLLOWING OPERATION tion 1. The vessel is outside of the Reaction Radius (Watch Circle) and moving towards the

e

target. Positio

Th target is moving forward. n 2. h Circle. The target is

moving rPosition 3

The vessel is moving towards the target, crossing the Watc fo ward.

.stopped. ThPosition 4

The vessel is inside the circle of operation. It has entered the Stop Radius and is e target is moving forward.

. target is moving forward. Position 5

The vessel is inside the circle of operation. It does not move. The

. The vessel has crossed the circle of operation. It starts moving. The target is moving forward.

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PRACTICAL OPERATION OF A DP SYSTEM

TRACK CONTROL (LOW SPEED)

essel travels along the connecting line (leg) between two waypoints from the selected route

nt along the leg. It is possible to add, odify, or delete the route. There is a special waypoint table for every route, where waypoints

V(track). For Low Speed Track Control, the speed of the vessel along the track is controlled very accurately, in order to provide precise vessel movememcan be inserted, modified, or deleted as required. The following Heading functions are available:

Auto Heading: Hold Heading – holds a current vessel heading when under Track Control. Set Heading – sets new heading and hold it automatically when under Track Control. System Selected Heading – Track Control with heading directed to the next waypoint

). at all times (BTW Manual Heading – manual heading control by knob rotation.

trategies for Track Control Mode (Low Speed): There are two possible s

movement towards the next one. This allows the e course changes).

To slow down at every waypoint beforevessel to stay on a route (even in the case of larg

WP 04

WP 03WP 02

e radius of the circle. The To pass a waypoint on a segment of the circle. DPO specifies thsame radius is used for all waypoints.

WP 04

WP 03

WP 02

R

R

R

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TION OF A DP SYSTEM PRACTICAL OPERA In the Track Control (Low Speed) Mode - DPO sets the following:

Set Vessel Speed – vessel speed value for movement under Track Control. Off Track Limit – DPO sets a distance (from the vessel to a track) within which the

vessel can move on either side of the track. When this limit is exceeded, the system gives an alarm.

Track Gain – DPO an operator sets Track Control Controller sensitivity. The following information is displayed under Track Control:

XTE DTW BOD BTW

BOD

WP 04

N

N

BTW

XTE

DTW

WP 03

BOD - Bearing Origin Destination

BTW - Bearing to Waypoint

DTW - Distance to Waypoint

XTE - X-Track Error

TRACK CONTROL INFORMATION

NOTE: When the Track Control mode is switched on, the vessel moves to the nearest leg of the route and then, follows the next one. The Track Control Mode (Low Speed) can be started if the distance between the vessel and the nearest leg of the route is less than 300 feet. The operator may select either Manual Heading or Auto Heading in all Joystick and DP modes. The table on the following page contains the full list of system modes.

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PRACTICAL OPERATION OF A DP SYSTEM

MODE CONFIGURATION

JOYSTICK MODE

Manual Position (MP) & Manual Heading (MH)

Manual Position & Auto Heading (AH)

DP MODE

Manual Surge / Auto Surge / Manual Speed

Auto Sway Manual Sway Vector

Semi-

Automatic

MSurge & MH

MSurge & AH

Msway & MH

Msway & AH

MSpeed & MH

MSpeed & AH

Auto-

Positioning

Auto Position & Manual Heading

Auto Position & Auto Heading

ROV Following

ROV Following & Manual Heading

ROV Following & Auto Heading

ROV Following & System Selected Heading

Track Control

(Low Speed)

Low Speed Tracking & Manual Heading

Low Speed Tracking & Auto Heading

Low Speed Tracking & System Selected Heading

AUTOPILOT MODE

Manual Course Keeping

Auto Course Keeping

Track Control (High Speed)

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PRACTICAL OPERATION OF A DP SYSTEM

AUTOPILOT CONTROL MODE Used for heading control when underway moving ahead. Propellers are working synchronously. The DPO, using the Engine Telegraph, provides vessel speed control manually. The synchronized rudders provide heading control. The following modes are available:

Manual Course Keeping - direct manual control of synchronized rudders, using the rotary knob.

Auto Course Keeping - automatic heading holding.

The following functions are included: Hold Heading – holds present course. Set Heading – sets a new course and steer to it automatically.

TRACK CONTROL (HIGH SPEED) The vessel travels along the connecting line (leg) between two waypoints from the selected route (track). High Speed Track Control - DPO using the Engine Telegraph controls the speed of the vessel along the track manually. Vessel Heading is controlled by the IVCS (using synchronized rudders). In this mode, the vessel is always moving forward to the next waypoint. It is possible to add, modify, or delete the route. There is a special waypoint table for every route, where waypoints can be inserted, modified, or deleted as required. The following illustrates a vessel movement in the Track Control (High Speed) Mode. When passing a waypoint, the vessel moves on a segment of the circle. DPO specifies the radius of the circle. The same radius is used for all waypoints.

WP 04

WP 03

WP 02

RR

R

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PRACTICAL OPERATION OF A DP SYSTEM In the Track Control (High Speed) Mode - DPO sets the following:

Set Turn Radius – radius of a turning circle. Off Track Limit – the operator can set a distance (from the vessel to a track) within which

the vessel can move on either side of the track. When this limit is exceeded, the system gives an alarm.

Track Gain – an operator sets Track Control Controller sensitivity. The following information is displayed under Track Control:

XTE DTW BOD

The r between the vessel and the

ea t he vessel heading and BOD

BTW

T ack Control Mode (High Speed) can be started if the distanceres leg of the route is less than 0.3 mile and difference between tn

is not more than 45°.

WP 04

WP 03α

α a

a

a=0.3 mileα=45°

TRACK CONTROL (HIGH SPEED) MODE STARTING CONDITIONS NOTE: e When the Track Control mode is switched on, the vessel moves to the nearest leg of throute and then, follows the next one.

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PRACTICAL OPERATION OF A DP SYSTEM

CONTROLS AND INDICATORS Each of two Operator Consoles consists of an LCD display with touch screen, Main Control Panel, and Alarm Speaker.

All computers, PLCs, power supplies, interconnecting LAN data, busses and sensors are duplicated by redundant circuits. Both systems are identical and either one may be selected as “Master” and the active console at start-up. When the “Master” console is active it controls the vessel. The “Hot Standby” console is passive and it displays all actions of the “Master” console only. It is possible to transfer control from the “Master” to the “Hot Standby” system at any moment. At this time, the “Hot Standby” system becomes the “Master” and vice versa. One Operator Console is Forward Facing and another is Aft Facing. All descriptions and figures in this Manual are for Forward Facing Console (“Master”).

POWER PUSHBUTTON Used for switching system power On/Off. The button is illuminated when the power is on. To switch power off, it is necessary to hold this button for 2 seconds, after which the Computer will be shut down. Then, the LCD and Touch Screen power and Control Panels power is switched off immediately and all other system components will automatically be switched off in 3 (three) minutes. The “Power” pushbutton is equipped with a green LED Indicator, which is illuminated when the Computer is connected and is an indicator of Control Panel and Computer operation.

NOTE: Each Operator Console (A and B) should be switched On/Off separately.

STEERING SELECTOR The Steering Selector is the main switch, which allows the IVCS 2000 to accept control. It is not a part of the IVCS 2000 system and it is located on the Steering Console. There are two positions of the Steering Selector:

Bridge – Vessel Control from Bridge Control Station. DP – Vessel Control from the IVCS 2000 (“Master” console).

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PRACTICAL OPERATION OF A DP SYSTEM

“BRIDGE” MODE INDICATORS The red “Bridge” LED Indicator is illuminated, when the IVCS 2000 is in the Bridge Mode, i.e. Vessel Control is provided from the Bridge Station when the Steering Selector is in the “Bridge” position. When the IVCS 2000 (DP) controls the Vessel, the “Bridge” LED indicator is not illuminated.

MANUAL PROPULSION CONTROLS

Heading Control Knob - This is the stay-put Rotary Control Knob with center detent, which directly controls the proportional heading control moment when Manual Heading Mode is selected. When the Autopilot Mode is selected, the Control Knob is used to control rudder angle.

Position Control Actuator (Joystick) - This is two-axis stay-put Joystick used in Manual Position Mode, for selecting thrust levels for the fore-aft and athwartships axis. Force level is proportional to the deflection in each axis.

It is also possible to control the Vessel Speed vector by Joystick in the Manual Speed Vector Mode.

Matching Indicators - These are intended to indicate the Joystick and/or Rotary Knob adjustment necessary to maintain the current DP thrust when changing to manual from automatic position keeping. It eliminates the unwanted jump in positioning control, which would otherwise occur.

CONTROL TRANSFER PUSHBUTTON AND INDICATOR The “Accept Control” Pushbutton is assigned for Control transfer between “Master” console and “Hot Standby” console and between Main Control Panel and Portable Control Panel of the “Master” Console. A green LED Indicator in the “Accept Control” Pushbutton indicates that console is in control. When first switching the IVCS 2000 on, the Main Control panel of the “Master” console becomes active. To start Control Transfer Procedure between “Master” and “Hot Standby”, press the “Accept Control” button on the Operator Console, where control is to be transferred to, and hold it for two seconds. Control is then transferred to this console, its LED indicator becomes illuminated and that on the previous console becomes extinguished. The procedure to start Control Transfer Procedure between Main Control and Portable Control Panels of the “Master” Console is the same as described above.

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PRACTICAL OPERATION OF A DP SYSTEM NOTE: If the Portable CP is connected to the “Hot Standby” Main CP, the Control Transfer Procedure is the same. The “Accept Control” Touchscreen Control Button on the display serves the same function.

Enter Pushbutton – This is used to acknowledge the Touchscreen button requests. The button on the top of Joystick lever and the “Enter” Touchscreen Control Button on the display serve the same function.

Alarm Acknowledge - This is used to acknowledge new alarm conditions as displayed in the alarm window (and on last alarm/message line) of the led.

Lamp Intensity - There are two buttons “dimmer +/-” on the control panel, which are used for increasing/decreasing panel illumination. for lamp test, press both these buttons, simultaneously.

Hold Heading Pushbutton And Indicator - the “hold hdg” pushbutton and indicator can be operated only in the j/dp and auto pilot modes and is used to lock in the present heading for automatic course control. A momentary press will engage, the led indicator goes out, and the system passes to the manual heading mode. To take manual control, it will be necessary to synchronize the heading knob with its led indicators.

HOLD POSITION PUSHBUTTON AND INDICATOR The “Hold POS” Pushbutton and Indicator can be used only in the J/DP Mode and is used to select the Auto Position Mode. When pressed momentarily, the actual vessel’s position is locked in for automatic position holding. When held down steady, the LED indicator goes out and the system passes to the Manual Position Mode. To take manual control, it will be necessary to synchronize the Joystick with its LED indicators.

CENTER OF ROTATION PUSHBUTTON AND INDICATOR Press the “Remote COR” button to transfer Center of Rotation from center of gravity to stern or to bow, depending on settings made in the Parameters Window (Joystick section). This function can be used only when the Manual Heading Mode is activated.

AUDIO VOLUME The Audio Volume Knob is used for volume control of voice alarms on the external loud speaker.

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PRACTICAL OPERATION OF A DP SYSTEM

CONTROL FROM LCD WITH TOUCH SCREEN After switching power on and the system has self-loaded and the Main Screen appears on the LCD, DPO can choose one of the following options by touching the display at the desired Mode:

Real Mode. Starts the IVCS 2000 operation in Real Mode. Simulator Mode. Starts the IVCS 2000 in Simulator Mode. Before this mode is started, it is necessary to set the initial conditions (using a Numeric keypad) in the window for vessel and environment conditions. Then, press “OK” Softkey to load the IVCS 2000 in the Simulator Mode.

VESSEL INITIAL CONDITION SETTING FOR SIMULATION MODE

ENVIRONMENT INITIAL CONDITION SETTING FOR SIMULATION MODE

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Services. This mode allows the service engineer to monitor the system operation, using the following submodes:

Monitor – Runs the special “Monitor” Utility, which can be used for monitoring of data exchange between the IVCS 2000 and PLCs.

PLC Faults – Runs the special utility, which monitors PLC failures. Alarm Viewer – Runs the Alarm Viewer. COM Ports – Runs the special utility, which monitors the raw data.

Shut Down. Choose this option to start the Computer Shut Down procedure. After that, hold the “Power” button on the Main Control panel for 2 seconds and the power will automatically be switched off in 3 minutes.

DISPLAY AREA STRUCTURE The display is divided into 5 fixed areas:

Status Line. This field contains the selected mode title, date, and time. Alarm/Message Line. The last current not acknowledged (or last not acknowledged).

alarm message from the J/DP System is indicated in this field. Mode/Function Control Buttons area. Selected buttons are illuminated green.

Left Operator Selected Page. Right Operator Selected Page.

The following Operator Selected Pages are provided in the IVCS 2000:

Hold Plot & Auto Thrusters. Position & Heading Display. Alarms. Sensors.

ReferenceSystems.

s. Parameter

. Manual Thrusters

e. Select Rout Track Control.

ROV position. Capability Diagram. System

Monitor. nitor. Power Mo

Autopilot.

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The following additional windows can appear in front of the display upon pressing certain buttons (e.g. “Auto HDG”, “Auto POS”, “Select Windows”, etc.):

Data Input Windows. Select Window.

More detailed description of display areas and windows follows:

STATUS LINE

- Exit Key

STATUS LINE

Time and Date are displayed in the left part of the line.

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PRACTICAL OPERATION OF A DP SYSTEM The middle part of the line contains messages about the selected mode of system operation:

Bridge Control.

Vessel name is displayed in the right part of the Status Line.

GE LINE

The foll n is located in this line (from left to right):

Simulator Mode.

ALARM/MESSA

owing informatio The sym essage group (Error, Warning, Information). bol, defining m Field of message acknowledgement. Time stamp. Message text.

LAST ALARM / MESSAGE LINE

MODE/FUNCTION CONTROL BUTTONS AREA The Main Softkeys are located in this area. Active Main Softkeys are green and can be pressed. Passive Main Softkeys are grey. Structure of active Softkeys is defined by chosen mode.

MODE/FUNCTION CONTROL BUTTONS AREA

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l or Joystick Pushbutton to acknowledge (then the button becomes bright green), press any active Main Softkey for cancellation (or press the “Cancel” button in the additional window).

After pressing a Main Softkey, it blinks. Press the “ENTER” Pushbutton on the Control Pane

Button Groups:

MODE Group – the IVCS 2000 mode selection. Only one button can be pressed at the same time.

JDP – J/DP mode On/Off. AP – Autopilot mode On/Off.

HDG Group – Heading Control mode switching. Only one button can be pressed at the same time.

MAN – J/DP Manual Heading Control and AP Manual Course Keeping modes On. AUTO – J/DP Auto Heading Control and AP Auto Course Keeping modes On. TRACK –

submode of the Track C AP Track Control (High Speed) mode On / System Selected Heading

ontrol (low Speed) Mode. ROV - System Selected Heading submode of the ROV Follow Mode (ROV following

with heading directed to the moving target at every moment). POS Group – J/DP Position Control mode selection. Only one button can be pressed on

the same time. MAN – J/DP Manual Position Control mode On. AUTO - J/DP Auto Position Control mode On. ROV - Remote Operated Vehicle Following mode On. TRACK – J/DP Track Control (Low Speed) mode On. Speed Vector - J/DP S Speed Vector submode

On. emi-Automatic Position mode Manual

Man Surge - J/DP Semi-Automatic Position mode Manual Surge & Auto Sway submode On.

Man Sway - J/DP Semi-Automatic Position mode Auto Surge & Manual Sway On. FUNC Group – the IVCS 2000 func

same time. tions On/Off. Several buttons can be pressed at the

Remote COR – Set Remote Centre Of Rotation. AWC - Active Wind Compensation.

SYS – the IVCS 2000 operation control buttons. Select Window – setting of Left/Right Operator Selected Pages. ACK – Alarm Acknowledge Button. Press this button to acknowledge an alarm displayed in the Last Alarm / Message Line.

Enter – acknowledgement of a softkey pressing.

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DA NDOWS Dat nstructur

ADDITIONAL WINDOWS

TA INPUT WIa I put windows are used for parameter values entering and basically have the following

e: Indicators. Editing Fields.

Numeric or Alpha-numeric keypad.

ALPHANUMERIC AND NUMERIC KEYPADS

Numeric Keypad - the Numeric keypad consists of:

Digital softkeys. “Left Arrow” and “Right Arrow” – Choice of edited field. “+/-“ – Set direction (e.g. North – South). OK – Acknowledgement of entered value(s) and closing of Data Input Window. Cancel.

Alpha-Numeric Keypad - The Alpha - numeric keypad is used for entering both letters and digits. It consists of:

Alphabetical / Digital Softkeys. “Left Arrow” and “Right Arrow” – Choice of edited field.

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“Num/ABC” switcher. “Space” Softkey. “Delete” Softkey. OK – Acknowledgement of entered value(s) and closing of Data Input Window. Cancel.

NOTE: To enter a letter, you should press a corresponding softkey once, twice or three times, depending on the letter location on the softkey. For example, to enter the “b” letter, press the soft y

he l displayed:

ke twice.

T fo lowing Data Input Windows could be Heading Setpoint Editor - appears upon pressing the “Auto HDG” Main Soft Key or at

heading settings in the Parameters Window. It consists of the numeric keypad and the following indicators:

Hold Button. Press this button to put Actual Heading into the Editing Field. Offset Button – New Heading Setpoint input as offset of Actual Heading value. Upon

pressing the Offset Button, value of Editing Field become zero, after which the Heading Setpoint offset can be set.

Min Pwr. Press this button to display an automatically calculated “Min Power” Heading value in the Heading Editing Field. Press the “OK” softkey to automatically hold calculated Heading value.

Position Setpoint Editor - appears upon pressing the “Auto POS” Main Soft Key or at Position settings in Parameters Window. It has the numeric keypad and the following indicators structure:

Latitude Editing Field. Longitude Editing Field. Hold Button – Press this button to put Actual Vessel Lat. and Long. into the Editing

Fields. Offset Button – New Position Setpoint input as offset of Actual Position Setpoint.

Upon pressing the Offset Button, values of both Editing Fields become zero, after which, the Position Setpoint offset can be set. Offset value and direction are determined by:

Position Display View Mode: – South and West – East). (Forward – Astern and PORT –

• Lat. and Long. offsets for True Mode (North• ay offsets for the relative mode Surge and Sw

STBD). • Set Units (see View Settings). • Meters. • . Feet• Cables.

Position Setpoint Offset function is not provided for Lat./Long. Units . remote COR” for the COR Selection Window to COR Switch - Press Main Softkey “

appear.

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COR SWITCH

COR Selection Window has the following button structure:

COR Position Buttons for setting Center of Rotation: • In Bow. • In Center (gravity center). • In Stern. • The set COR is indicated by white color.

OK – Acknowledgement of set COR and closing of COR Selection. Cancel.

ROV Active - Press the “ROV” Main Softkey in the POS Group for the ROV Active Window to appear. Using this window the DPO can pause/proceed ROV Following at any moment.

ROV MODE SWITCH

Track Control (Low Speed) Active - Press the “TRACK” Main Softkey in the POS Group for the Track Control (Low Speed) Active Window to appear. It has the same structure as the “ROV Active” Window. Using this window the operator can stop/proceed Track Control (Low Speed) at any moment.

Route Name Editor - appears upon pressing of the “Route Name” Softkey in the Select Route Window. It consists of the alphanumeric keypad and editing field.

Waypoint Editor - appears upon pressing of the “Edit Point” Softkey in the Select Route Window. It has the same structure as the Position Setpoint Editor.

Parameters Setting - Data Input Windows with numeric keypad appears at different parameters setting, such as:

Initial conditions setting for Simulator Mode. Set Turn Radius for Track Control (High Speed) – Auto Pilot parameters.

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k Control (High Speed) – Auto Pilot parameters. Set Off Track Limit for Trac t ack Control (Low Speed) – Track Control parameters. Se Turn Radius for Tr t ntrol (Low Speed) – Track Control parameters. Se Speed for Track Co tSe Off Track Limit for Track Control (Low Speed) – Track Control parameters. Set Reaction Radius for ROV Following – ROV parameters. Set Speed for ROV Following – ROV parameters. Set DGPS Lat/Lon – Sensor Deviation parameters. Vessel estimated position offset – Reference Systems Window. Current and Wind settings – Capability Diagram Window. Thruster limits settings – Capability Diagram Window.

Starting Conditions Setting - Data Input Windows with numeric keypad are also used for starting conditions setting for Simulator Mode of the IVCS 2000 operation.

SELECT Press th “rows. Left for The fol

Date And Time Editors - Date or Time Editors appear upon pressing of the respective “Set” button in the System Settings Parameters Window. Both of them consist of the alphanumeric keypad and editing field.

WINDOW

e Select Window” Main Softkey to load this window. There are two identical button row is used for window selection in the Left Operator Selected Page and the right row

the Right Operator Selected Page. Buttons for selected left and right windows are white.

lowing Windows Select Buttons are in this area: . Alarm – Alarm List Window Param – Parameter Windows. aM p –Position & Heading Display. Auto Thr – Hold Plot (DP Capability Diagram) & Auto Thrusters Control Window. Man Thr – Manual Thrusters Control Window. PM – Power Monitoring Window. Sensor – Sensors Window. Ref – Reference Systems Window. ROV – ROV Following Window. Ro –ute Select Route. Trc Ctr T – rack Control Window. Diagram – Capability Diagram. System Monitor Window. Auto P t ilo – Autopilot Window.

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HOLD PLOT & AUTO THRUSTERS WINDOW This window is divided in two parts. The upper one is the Hold Plot window and lower is Auto Thruster window.

Hold Plot - This window shows (in digital and graphical form) Fore-Aft and Athwartships control forces and rotary moment of the vessel. Also, the area of achievable control forces and moment (Capability Plot) is shown in this window. The Capability Plot shows Joystick and Knob positions, external disturbances forces and moment. There are two graphical indicators in the Hold Plot Window:

The same actuators are used for control forces (Fore-aft and Athwartships) and Control Rotary Moment Indicator – presented in the form of a graphical line scaled in % (-100% +100%). The grey rectangle indicates Area of Realizable Control Moment. The white bar represents Actual Control Moment. The yellow symbol indicates knob position (value of control moment set by knob).

Control Forces Indicator - is the square scaled in % of fore-aft and athwartships control forces (-100% + 100%). The Grey polygon indicates the Capability Plot of Control Forces (Fore-aft and athwartships) at the present time. Modification of the shape of the Capability Plot during control moment changes is determined by the following:

Control moment generation. Therefore at a fixed control moment, a portion of the actuators’ power is already used, and only the remaining actuator power can be used for control force generation.

The Control Forces Indicator also contains: Actual Control Force vector – white vector from coordinate origin. This vector is

always located within the Capability Plot (grey). Joystick Position – control force vector set by the Joystick (yellow symbol). The

set control force vector can’t be developed outside of the Capability Plot for a given control moment.

Disturbance Forces vector - green vector from coordinate origin.

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The following data is represented (in digital form) in the right part of the window: Joystick Gain:

Normal. High.

Progressive. Actual control forces and moment in percent and tons:

Fore-Aft Control force – X. Athwartships Control force – Y. Yaw Control moment – M.

Disturbance forces and moment in percent and tons: Fore-Aft disturbance force – X.

Athwartships disturbance force – Y. Yaw i d sturbance moment – M.

Joystick and knob position in percent.

The following data is represented (in digital form) in the left part of the window: Control Force Monitoring - Graphical indication of Control Forces and Moment, scaled

Moin percent, is located at the left side of the Hold Plot Window. Control Forces and

ment values are represented as vertical bars: “X”, “Y” and “M”. Color Thruster Allocation Logic (TAL) Indicator (circle) is located to the left of the

“XYM” symbols: Green color of TAL Indicator determines presence of distribution. Red color of TAL Indicator indicates absence of even one of Control Forces or

Control Moment.

There is an analogous color distribution for Control Force and Moment Indicator symbols:

Green symbol color: “X” – availability of Fore-aft Control force. “Y” – availability of Athwartships Control force.

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PARAMETERS WINDOW These windows are used for input and modification of parameters necessary for the system operation. The windows are divided into the following areas:

Buttons for selection of the parameters group are located in the right part of the window

Parameter values (for the c en group) and editing buttons are located in the left part of the Parameters Window.

Below the set parameter fields, the possible parameter input values are presented (light grey).

At the foot of the window, the following buttons are located:

“Apply” – for input of set parameter values. “Cancel” – cancellation of parameters modification. “Default” – input default values.

More detailed description of each parameter group follows.

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JOYS C The fol

TI K PARAMETERS (JST)

lowing parameters can be set in this window: et the following values: Joystick Gain. By selecting the “Change” button it is possible to s

and knob movement and force uts). Maximum force equals 50%

Normal – linear relation between Joystick leverexerted by the thrusters (and Joystick and knob outpof the available force limit.

ent and force exerted force equals 100% of the

High – linear relation between Joystick lever and knob moveum

mby the thrusters (and Joystick and knob outputs). Maximavailable force limit.

Progressive – non-linear (up to 50% as Normal gain and as High gain thereafter), ers rce

relation between Joystick lever and knob movement and force exerted by the thrust(and Joystick and knob outputs). Maximum force equals 100% of the available folimit.

ange” button it is possible to set the following positions of Center of Rotation: Center of Rotation. By selecting the “Ch

In Bow. In Stern.

This is the J/DP Heading Control group of parameters. The Heading Mode Parameters Window con n

The set COR value will be used when pressing the “Remote COR” button on the Active Control Panel and also this value will be set in COR Selector by default.

HEADING MODE PARAMETERS (HDG)

tai s the following parameters: y the

ading. Using “<” and “>” buttons it is e: 6, 12, 18, 24, 30, 60, 120 deg/min.

Rate of turn. This enables an operator to specify the rotation speed to be used bsystem when rotating the vessel to a new hepossible to set values from the rang

eter allows an operator to specify an alarm limit for the ntinuously by the system, and an alarm is

g “<” and “>” buttons it is possible to set values from , 30 deg.

Heading Limit. This paramheading. The vessel’s heading is monitored cogiven if the limit is exceeded. Usinthe range: 2, 3, 5, 10, 15

Heading Controller sensitivity adjustment. Range of its Heading Gain is the parameter for values is from 1 to 10.

Heading Gain value 1 corresponds to low steering accuracy and to small magnitudes of control moment.

Heading Gain value 5 corresponds to standard regulator with good accuracy and acceptable control activity.

Heading Gain value 10 sets maximum steering accuracy but at the expense of frequent steering corrections in heavy seas.

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In calm weather it is recommended to increase the Heading Gain value for more commended to decrease the Heading

Gain value for reduced actuator operation. accurate course holding. In heavy seas it is re

Set Heading is used to seSetpoint Window appears,

t a new course. By pressing the “Set” button, the Heading where the new desirable Heading can be entered.

POSIT TERS (POS) This is the J/DP Positioning Control group of parameters. The Positioning Mode Parameters Window contains the following parameters:

ION MODE PARAME

rator to specify the Fore-Aft speed to be used by the IVCS position. Using “<” and “>” buttons it is possible to set the

Fore-Aft Speed enables an ope2000 when moving to a newrequired speed value.

s an operator to specify the Athwartships speed to be used by ng to a new position. Using “<” and “>” buttons it is possible ue.

Athwartships Speed enablethe IVCS 2000 when movito set the required speed val

perator to specify an alarm limit for the deviation from the e vessel’s position deviation is monitored continuously by the ven if the limit is exceeded. Using “<” and “>” buttons it is lues listed below (only in ft).

Position Limit allows an ogiven positioning point. Thsystem, and an alarm is gipossible to set one of the va

ter for Position Controller sensitivity adjustment. Range of its Position Gain is the paramevalues is from 1 to 10.

Position Gain value 1 corresponds to low positional accuracy and to small magnitude and frequency of control moment.

Position Gain value 5 corresponds to a standard regulator with good accuracy and acceptable control intensity.

racy, however the control can Position Gain value 10 sets maximum positional accube very intensive, especially in heavy sea conditions. In calm weather it is recommended to increase the Position Gain value for more accurate position keeping. Under heavy sea conditions it is recommended to decrease the Position Gain value to reduce thruster activity.

Spe ain is the parameter for Speed Controller sensitivity adjustment. Range of its u

ed Vector Gval es is from 1 to 10.

S esm

p ed Vector Gain value 1 corresponds to slow set speed value monitoring and to all magnitude and frequency of control moment.

standard mode with good accuracy and Speed Vector Gain value 5 corresponds to aacceptable control intensity.

S ep ed Vector Gain value 10 sets maximum rate of set speed value monitoring, however the control can be very intensive, especially in heavy sea conditions.

Setthe Poent d

Position is used for setting a new point of positioning. By pressing the “Set” button, sition Setpoint Window appears, where the new Point of Positioning can be

ere .

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This is the AP Automatic Course Keeping Control group of parameters. This window contains the foll i meters:

AP MODE PARAMETERS (AP)

ow ng para nables an operator to specify the rate of turn to be used by the system

d “>” buttons, it is possible to set 24, 30, 60, 120 deg/min.

Rate of turn. It ewhen rotating the vessel to a new heading. Using “<” anvalue from the range: 6, 12, 18,

ws an operator to specify an alarm limit for the a onitored continuously by the system, and alarm is

ttons, it is possible to set value from

Heading Limit. This parameter allo is mhe ding. The vessel’s heading

given if the limit is exceeded. Using “<” and “>” buthe range: 2, 3, 5, 10, 15, 30 deg.

Controller sensitivity adjustment. Range of its Heading Gain is the parameter for Headingvalues is from 1 to 10.

H ssteering.

eading Gain value 1 correspond to low course accuracy and with small amounts of

Heading Gain value 5 corresponds to standard regulator with good accuracy anacceptable control activity.

d

Heading Gain value 10 sets maximum course accuracy but with increased steering activity, especially in heavy seas.

for improved course

.

At calm weather, it is recommended to increase the Heading Gain accuracy. In heavy seas it is recommended to reduce the Heading Gain to minimize steering corrections

R d imits. Using “<” a deg.

TR H SPEED) MODE PARAMETERS:

ud er Limit. This parameter allows an operator to set rudder angle lnd “>” buttons. It is possible to set values from the range: 5, 10, 15, 20, 25, 30, 35, 40

ACK CONTROL (HIG

specify a turn radius for passing a waypoint in the Track Control (High Speed) Mode. Turn Radius. This parameter enables an operator to

Off track Limit. This parameter is used for setting a distance (from the vessel to a track) within which the vessel can move on either side of the track. When this limit is exceeded, the system gives an alarm.

Track Gain. This parameter is used for Track Controller sensitivity adjustment. Range of its values is from 1 to 10.

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THRUST LIMITS (THR LIM) This is a J/DP Mode group of control signals values for everyit is possible to set required lim

parameters. In this window, an operator can set maximum allowed actuator, which is controlled by TAL. Using “<” and “>” buttons it values for each actuator:

Bow Thrusters. Stern Thrusters. Propeller Ahead Thrust. Propeller Astern Thrust.

Actuato nts from maximum nominal thrust, rudder limit - in degrees. Wh limit, this limit is set for both Bow thrusters at the same time. Stern T oth bow thrusters at the same time. The se represented on Actuator Indicators in Auto Thr and Man Thr Window indow.

RO F AMETERS (ROV) This is ntrol group of parameters. The ROV Follow Mode Parameters Window contains the following parameters:

Rudder Limit.

r limits are set in perce

en changing the Bow Thrusterhruster limit is set for b

t Actuator Limits ares and Capability Diagram W

V OLLOW MODE PAR

the J/DP Positioning Co

ollow Speed - a constant speed of vessel movement when under ROV follow. ROV F which defines a circle of operation, within which the ROV can

l moving. It only moves when it crosses the boundary of of this circle is the ROV.

Reaction Radius (RR), move without causing the vessethe circle of operation. The center

SR), which is determined as % of RR value.

TRAC C ERS (TRACK)

ns the following parameters:

Stop Radius (

K ONTROL (LOW SPEED) MODE PARAMET

This is J/DP Mode group of parameters. This window contai Track Control Strategy: Stop/Non stop. This parameter allows an operator to select one

of two possible strategies for waypoints passing in the Track Control (Low Speed) Mode. Vessel Speed – setting a constant vessel speed value for movement at Track Control

(Low Speed). Off track Limit. This parameter is used for setting a distance (from the vessel to a track)

within which the vessel can move on either side of the track. When this limit is exceeded, the system gives an alarm.

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Track Gain. This parameter is used for Track Controller sensitivity adjustment. Range of

VIE This paramselecting u s Window contains the following settings:

its values is from 1 to 10.

W SETTINGS

eters group is used for the selection of Position Display configurations and for nits of measure. View Setting

uniGrid on/off. This is a True View parameter, allowing basic grid according to the selected

ts of measurement. Sub Grid on/off. This is a True View parameter, with a smaller grid for ease of distance

viewing. Units – units may be selected from the following list:

m – meters. ft – feet. cb – cables (0.1 of nautical mile). Lat. Long. (geo) – setting geographical coordinates on the Position Display. When

s are selected it is imthese unit possible to set the Positioning Point offset.

Note, that units’ setting also has effect on the “ROV Follow” Window and “Reference Systems” Window.

Pallet Day/Night. It is intended for LCD color and brightness changes as appropriate for

day or night viewing. Auto View. This is the parameter for settin

where the vessel silhouette is being re-drg the Position Display to the re-drawing mode awn when approaching the Position Display

boundary (“ON” position). View – switching the viewing mode between True/Relative (Earth or Vessel Frame). Show DP on/off. Position set point target on/off on the Motion Plot (except for the Auto

Positioning Mode). Show Beacons – switching between showing all beacons and showing only ROV beacon

on the Motion Plot. Scale – imaging scale selection. The range of scaling is 128 – 0.125. The vessel silhouette

on the Position Display is not scaled at small scale.

tkey): 10, 30, 60, 600, 1800, 3600 sec. Each time

NO :is dupli & Heading Display” Window.

Trace On/Off. This parameter is used to activate display of vessel track on the Position Display, step range (“Step” Sofswitching to “Trace On”, the vessel track is started anew.

TE that only knots are used in the IVCS 2000 as speed units. Parameters #4 - #8 setting cated in the “Position

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F A DP SYSTEM PRACTICAL OPERATION O

SENSORS SETTINGS This parameters group is used for the selection of HPR type and changing ROV and Reference beacons. These settings can be also changed in the ROV Following Window (see item 0). Also the sensor deviations (constant errors) are shown in this window, but the operator cannot change them. Sensors Window contains the following settings:

HPR Type – press the respective “Change” button to switch between “Sonardyne”, “Simrad”, and “ATS II Nautronix” hydro-acoustics.

Reference Beacon. ROV Beacon - one of the active beacons can be set as ROV or as Reference by pressing

the respective “Change” button. Press the “Apply” button to acknowledge.

NOTE: ROV Beacon cannot be changed in the ROV Following Mode. HPR Type and Reference beacon can be changed only when HPR Sensor in the Reference Systems Window is disabled.

POWER LIMITS In this window, an operator can set maximum allowed power consumption for actuators (thrusters and propellers) and maximum allowed power production for Main Engines and generators. Power limits set in this window are considered by the IVCS 2000 during Thrust Allocation (see item 0). When power consumption/production within these limits is not enough for system operation, an alarm appears. Using “<” and “>” buttons, it is possible to set required limit values for the following actuators:

Bow #F Thruster. Bow #A Thruster. Stern #F Thruster. Stern #A Thruster. Port Diesel. Stbd Diesel. Port Generator. Stern Generator. Port Propeller. Stbd Propeller.

Power limits are set in percents from maximum consumed/produced power. Set power limits are indicated in the Power Monitoring Window of the IVCS 2000.

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SYSTEM Thi aSystem

SETTINGS

s p rameters group is used for setting proper date, time and time zone. Settings Window contains the following settings:

System Date. This is a parameter for setting date (in month-day-year format). System Time. This is a parameter for setting time. Time Zone. This parameter is intended setting time zone.

In this When t ped, an alarm appears. Using “

GENERATOR LIMITS

window, an operator can set low and high voltage and frequency limits for generators. hese limits are overstep

<” and “>” buttons it is possible to set required limit values for the following generators: Port Generator.

Generaspecific

Stbd Generator.

tor limits cannot exceed maximum voltage and frequency values, defined by generators’ ations.

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MANUAL THRUSTER WINDOW This window is used:

For Actuators state monitoring (upper part). For manual control of the actuators in the Stand By Mode (lower part). For manual control of actuators, which are disconnected from automatic control, in J/DP

Mode (lower part). It is also possible to switch on/off actuators in Auto Mode. There are two areas in this window:

Actuators state monitoring (upper part) indicates the following state data (for every vessel actuator):

Run indicator – colored circle indicator of Engine Run signal, the color indicates status: • Green – actuator is started and ready for operation. • Red – actuator is not ready for operation. • Grey – actuator Engine Run signal is not present for this vessel.

Fault indicator – colored circle indicator shows: • Red color – actuator is failed. • Grey color – actuator is operable correctly.

Mode – actuator operating mode: • IVCS 2000 Auto. • IVCS 2000 Manual. • Bridge mode.

Actuator RPM command (if available). Actuator RPM feedback (if available). Actuator Pitch command (if available). Actuator Pitch feedback (if available). Force (T) – actuator thrust (ton).

Actuators control part (lower) allows an operator to switch on/off actuators in Auto Mode and manually control actuators in the Stand By Mode and actuators, which are disconnected from automatic control, in J/DP Mode. The following buttons and indicators for each Actuator are located in this part of the Manual Thruster Window:

Softkey for switching Actuator on/off into Auto Mode operation (Actuator Control Buttons), analogous.

Digital indicator Actuator Set Value (white).

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MANUAL THRUSTER WINDOW

Digital indicator Actuator Actual Value (yellow). Softkeys for Manual Actuator Control (◄►). Light gree

indicates that the Actuator is disconnected from the Auto Mon color of the button de and it is possible to

control it manually. Dark green button colour indicates that the button is passive,

or slow adjustment on a unit, press a because the Actuator is used for control in Auto Mode. ► - Actuator Set Value increase and ◄ - Actuator Set Value decrease. FSoftkey once. For fast changes, hold the button down continually until the desired adjustment is achieved.

Actuator Graphic Indicator After switching off an Actuator, its setting is saved and it

can be changed later by the Manual Actuator Control buttons.

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PRACTICAL OPERATION OF A DP SYSTEM

ROV FOLLOW WINDOW This window is used for:

Raw data monitoring from active beacons.

on for ROV Beacon selectiFollowing.

ion for on.

Reference beacon selectdetermining vessel positi

type selection. Acoustic(HPR) ROV Processing Results

monitoring. The window is divided into four areas.

Raw data from beacons: Bearing (true or relative). Distance to beacon. Depth (from beacon to

ground).

eters” section of the window. tion to acknowledge. At that

moment, the selected button changes to bright green, the

For Distance and Depth units are set in accordance with position display settings. Active beacon buttons are dark green. An operator can set one of the active beacons as an ROV or as Reference by

mpressing the respective “Change” button in the “HPR ParaPress the “Apply” button in the “HPR Parameters” sec

symbol appears over the Motion Plot OV” button

“Beacon Data Trend Monitoring” indicator, the ROV symbol appears on theinstead of the respective beacon symbol, the “ROV” Main Softkey and the “Rin the Heading Setpoint Editor become active. There are graphical indicators for “Beacon Data Trend Monitoring”, which indicate the following possible situations:

Beacon is not active – white zone. No beacon data – black zone. Valid beacon data – green zone. Invalid beacon data – red zone.

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PRACTICAL OPERATION OF A DP SYSTEM

The color indicators (circle) show beacon status: Grey – beacon is not active. Red – beacon is failed and is in use. Green – beacon is operable and in use.

The button in the upper left corner of this section selects display of all active beacons or

only ROV beacon on the Motion Plot.

HPR Parameters HPR Type – press the respective “Change” button to switch between “Sonardyne”,

“Simrad” and “ATS II Nautronix” hydro-acoustics. Reference Beacon. ROV Beacon. ne e beacons can be set as ROV or as RO of the activ

ttoneference by pressing the respective

h . Press the “Apply” button to acknowledge.

Win

“C ange” bu

NOTE: ROV Beacon cannot be changed in the ROV Following Mode. HPR Type and Reference beacon can be changed only when HPR Sensor in the Reference Systems

dow is disabled.

ROV Processing Results Bearing (true or relative). Distance to ROV. Depth (from ROV to ground). X and Y ROV coordinates (earth reference).

ROV Following Status

Pause – ROV Following Mode is switched on and ROV following is paused. Following – The vessel is following the ROV. Not active – ROV Following Mode is switched off.

SELE OW This w ration in the Track Control (Low Spe /H

CT ROUTE WIND

indow is used for preparing the system for opeed igh Speed) Modes. It allows an operator to carry out the following operations:

Route List Editing. Set Active Route. Editing of Waypoint List for every route, route name, and Status.

The window is divided into two areas.

Route List (upper part). - This part contains list of routes, where route name and status (H for High Speed and L for Low Speed) are indicated.

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PRACTICAL OPERATION OF A DP SYSTEM

NOTE: If the Select Route window is active, then a graphic presentation (polyline) of the e Route List appears on the Motion Plot. Upon closing the Select

Route Window, all route polylines disappear from the Motion Plot except of the Active current route from th

route representation (see below).

The following control buttons are located from the right of the Route List:

↑ and ↓ Softkeys – for route selection.

Set Active - press this button to set the current route as Active route.

The selected route row color is changed to dark red.

Graphic presentation of selected route on the Motion

the appearsPlot (dark red polyline) and remains there during all the time of route active status.

Waypoint list of the selected Active route

the Track appears inControl Window.

The Track Main omes active

of route (for Low Speed

g the Track Main Softkey becomes active when the system is in the J/DP r High Speed Tracking - when the system is in the Autopilot Mode).

Softkey becdepending statustrackinMode, fo

To cancel Active route, select it and press the Set Active softkey. To set another route as Active, select route and press the Set Active Softkey.

NOTE: It is prohibited to change active route when the IVCS 2000 is operated in the Track Control (Low Sped / High Speed) Modes.

Add Route - press this button to add a new route into the list. A row with new route

appears above the current route. Edit Route - softkey is used for current route editing. Upon pressing this button, the

lower part of the Select Route Window becomes active. Del Route – deleting the current route from the list.

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PRACTICAL OPERATION OF A DP SYSTEM

Route particulars (lower part of the window) - This part is used for current route on and editing. It shows the waypoint list of selected route (number

and coordinates of WP), route name, and status. The following control buttons are particulars indicati

located in this part of the Select Route window: Route Name - upon pressing this button the Rote name Editor appears, allowing

editing name of the route. Set Status - use this button to change status of the selected Route.

n the IVCS 2000 is operated NOTE: It is prohibited to change status of active route whein the Track Control (Low Sped / High Speed) Modes.

↑ and ↓ Softkeys – for way point selection. Add Point. Pr

a row with new waypoint appears above the current waypoint route. ess this button to add a new waypoint into the WP list. NOTE - that

Edit Point Softkey is used for current WP editing. Upon pressing this button, the Waypoint editor appears where an operator can input WP coordinates.

Del Route – deleting the current waypoint from the list. OK and Cancel – acknowledge buttons.

NOTE: Control buttons of the lower part of the screen become active only after Edit Route control button, in the upper part of the window.

his window is used for the IVCS 2000 rack Control (Low Speed / High Speed) odes monitoring. The window is divided to two areas:

pressing the

TRACK CONTROL WINDOW TTMin

The upper part displays Active Route characteristics:

Route name. Route Status. Waypoint List of Active Route. Row with a GOTO waypoint is

marked out. Use the ↑ and ↓ Softkeys to look

through the list.

NOTE: All data appears in the upper part of the Track Control window only after Active Route setting.

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PRACTICAL OPERATION OF A DP SYSTEM The following Track Control data is indicated in the lower part of the window:

Track Status (only for Low Speed Tracking): Pause – Track Control (Low Speed) Mode is switched on and tracking is paused. Following – The vessel is following along a route. Not active – Track Control (Low Speed) Mode is switched off. Number and Lat. Lon. coordinates of the GOTO waypoint. Tracking data: XTE, BOD, BTW, DTW. Track Control strategy: Stop/Non stop (only for Low Speed Tracking).

Note: All data appears in the lower part of the Trac

Track Control (Low Speed / High Speed) Mode. k Control window only after loading

CA This wi oCapability different senvironme lmaximu vessel c By examin gclearly nal limits for environmental conditions heading for most safe o r There a tWindow p

PABILITY DIAGRAM

nd w contains results of the IVCS 2000 aAn lysis and allows an operator to set

sy tem configuration and select nta conditions to forecast the w ather conditions, in which the m e

an maintain position and heading.

in this window, an operator can see the current (or forecasted) operatio

current (or set) and select an optimal pe ations.

re wo modes of the Capability Diagram o eration:

D gp

Real Mode - In this mode, the system ther indicates the maximum wea

conditions in which the vessel is able to continue DP operation for current system configuration (thrusters set and maximum loading), actual current c don itions (speed and direction), and actual wind direction. To operate the Capability

ia ram Window in the Real Mode, press the Real Mode control button in the middle art of the window.

H her conditions for which the vessel can maintain position and heading for set system configuration (thrusters set and maximum loading), set current conditions (speed and direction) and set wind direction. To operate

ypothetic Mode - Forecast of the maximum weat

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PRACTICAL OPERATION OF A DP SYSTEM the Capability Diagram Window in the Hypothetic Mode, press the Hypot Mode control button in the middle part of the window.

The Capability Diagram Window has the following structure:

The upper part of the window contains the Capability Plot, where the following information is indicated:

Circle Grid, where each of concentric circles points a wind speed value and rays determine relative vessel heading direction.

Blue-red arrow points North direction. Wind direction (actual for Real Mode and set for Hypothetic Mode) – yellow triangle

with symbols HW. Current direction (actual for Real Mode and set for Hypothetic Mode) – green

triangle with symbols HC. Area, within which the vessel can maintain position and heading depending on wind

speed. This area is determined by the actual current speed and direction and the actual wind

direction for the Real Mode and by set current speed and direction and set wind direction for the Hypothetic Mode.

The middle part of the window is used for: Operational Mode selection: the Real Mode and the Hypot Mode control buttons. The

following values indication for the Real Mode and setting for the Hypothetical Mode: True current speed. True current direction. True wind speed (can not be edited in the Hypothetic Mode.) True wind direction.

To edit wind and cur press the Edit softkey. Special editors appear, where an operator can set desirable values.

rent settings in the Hypothetic Mode,

used for monitoring (for the Real

l a

The lower part of the Capability Diagram window isMode) and setting (for the Hypothetic Mode) thrusters configuration and maximum o ding (actuator limits) and contains the following:

Indicators of Auto or Manual actuator using in the IVCS 2000.

Tocontrol button. A special editor

e

Indicators of actuator limits.

modify actuators set or actuator limits in the Hypothetic Mode, press an actuator appears, where an operator can set desirable value of

actuator (using a Numeric keypad) and switch on/off an actuator on/off into Auto Mode op ration.

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SYSTEMS MAIN FUNCTIONS

ENSATION Contro ents are generated to compensate for wind disturbance. It is possible to use i AWC, a “Mode Feed Forward Controller” works independently of the selected J/DP mode, countering the wind disturbance before it can move the vessel.

RE O

his function can be used only when the Manual Heading Mode is activated. DPO can choose ter of rotation.

THRU DPO can set any desirable com rs, rudders, and thruster, and also can choose

e desired cation algorithm.

THRU N Used o moment the fore-aft and athwartships forces and rotary moment, which are necessary for vessel position and heading control, are calculated. The require by the thrust of propellers, rudders, and thruster. The turning If the tand m

ACTUATOR LI It is p s for every rudder, propeller, and thruster in vessel configu io d propeller RPM limits.

ACTUUpon connection/disconnection of one or several propellers, rudders, or thruster from the system or upon them being manually controlled by the operator, the Thrust Allocation function will automatically redistribute thrusts for the new actuator configuration.

ACTIVE WIND COMP

l forces and mom th s function in all J/DP modes. In

M TE CENTER OF ROTATION

Tcenter of gravity, bow, or stern as the cen

ST ALLOCATION

bination of propellethrust alloth

ST ALLOCATION FUNCTIO

nly in J/DP mode. At any given

d forces and moment are provided angle and/or thrust of the various actuators are controlled to provide the necessary forces.

hrust of propellers, rudders, and thruster is not enough for provision of the required forces he Thrust Allocation function gives a priority to the generation of rotary moment.

MITS

oment, t

ossible to set control limitrat ns: rudder angle deflection limits an

ATOR CONFIGURATION

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CONSEQUENCE ANALYSIS SYSTEM The fol 000 Capability Analysis System:

lowing functions are included in the IVCS 2

tion (thrusters set and maximum loading), actual

current conditions (speed and direction), and actual wind direction.

Indication of the maximum weather conditions in which the vessel is able to continue DP operation for current system configura

aximum weather conditions for which the vessel can maintain position

con The weather conditions are determined by a one-minute mean maximum wind speed.The result of the a

Forecasts of the mand heading for set system configuration (thrusters set and maximum loading), set current

ditions (speed and direction), and set wind direction.

nalysis is displayed graphically as a polar plot.

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POSITION MEASUREMENT EQUIPMENT Position accuracy, reliability, and consistency are critical for DP operation. Therefore, the most important concern of the DPO is maintaining adequate and reliable position measurement equipment. The number of position measurement equipment used will depend upon a many factors, especially the level of risk involved in the operation, the IMO Equipment Class in force for that operation, the availability of references of a suitable type, and the consequences of loss of one or more position references. Five types of Position Measurement Equipments (PMEs) are generally used on DP vessels, operating separately and independently of the DP system, and using an interface to feed information to the DP:

Hydroacoustic Position Reference (HPR). Artemis. Taut Wire. Differential Global Positioning System (DGPS). Laser-based systems.

Normally, the DP system can handle multiple PME input by pooling the information to provide a continuous "best fit" of position data. This process is a function of the mathematical modeling of the system.

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HYDROACOUSTIC POSITION REFERENCE (HPR) Acoustic energy propagates underwater at a much higher efficiency than in air. Acoustic energy has been developed over many years and has been applied to DP position reference. HPR uses underwater acoustics to determine position and track ROB, equipment, and more. A variety of alternative acoustic position measurement equipments are used. Most of them are based upon the range measurement possible, related to the time travel of acoustic signals underwater. Three types of HPRs are generally used:

ULTRA OR SUPER-SHORT BASELINE SYSTEM (USBL OR SSBL)

The most commonly used HPR for DP position reference purposes.

A transducer, mounted in the hull of the DP vessel, transmits an interrogating pulse.

This pulse automatically activates one or more transponders positioned on the seabed. And, a reply is transmitted.

The transponder receives the reply. And, the time difference between transmission and reception is used to compute the range and angle at the transducer head (short baseline).

Thus, the DP vessel’s position relative to the transponder is determined.

In the USBL system, the acoustic transmit and receive elements are combined into one hull-mounted transducer. This communicates at acoustic frequencies with one (or more) subsea transponders, in order to provide positioning. In its basic configuration, the system consists of a control and display unit, a transceiver unit, a transducer unit mounted on the end of a probe in the vessel's bottom, and a transponder located on the seabed. Position measurements are based upon range and direction data determined from transponder replies resulting from interrogation. Up to five transponders can be interrogated in turn within the same area. Simultaneous use of multiple transponders is made possible by utilizing different interrogation and reply frequencies for each transponder. The system measures the range of a transponder relative to the transducer by measuring the time elapsed between transmission of the interrogation signal and reception of the reply. This time lapse is made up of the through-water return time of the acoustic signal plus the turnaround time

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POSITION MEASUREMENT EQUIPMENT within the transponder. This latter is a fixed known value, and once allowed for, the distance, or Slant Range may be deduced. The direction of the transponder is measured at the transducer as the source direction of the reply signal. This is determined from time-phase comparisons made between pairs of transducer receiving elements within the transducer head. Typically, 48 elements are used to make up the receiving unit within a transducer. In a typical positioning mode, the processor commands the transceiver to transmit the interrogation signal. The transponder reply is detected by the transceiver which measures the time delay and the time-phase data. This data is passed to the processor to allow determination of slant range and direction. This information is combined with roll and pitch values obtained from the VRS in order to obtain information referenced to the vessel co-ordinate frame. Positioning data is shown on a display in terms of a graphic (map) display of vessel and transponder positions, and in the form of tabulated alphanumeric.

SHORT BASELINE SYSTEMS (SBL)

An array of transducers (hydrophones) are installed under the DP vessel. And, the distances between transducers are used as baselines.

A transponder positioned on the seabed transmits periodic pulses at a known frequency. And, the time difference between transmission and reception at three or more transducers is used to compute the vessel’s position relative to the transponder.

LONG BASELINE SYSTEMS (LBL)

An array of three or more transponders are positioned on the seabed. (Four or more are used to give an element of redundancy.) Because the transponders are not attached to the moving vessel, the system can operate independently of VRU input, eliminating many problems associated with vessel motion.

Distances between transponders are used as baselines. A single transducer under the DP vessel communicates with the array of transponders. And, only the range is determined. In other words, the DP vessel’s position relative to the transponders is computed. Since the depth of the transducer is a known variable, using

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this provides a further improvement in position quality. If the object to be positioned is an ROV and the depth is not accurately known, or variable, then a further unknown quantity must be calculated, requiring additional range measurements. LBL is generally used in deepwater (>1000m) drilling operations.

dvantage of the LBL system over other HPR variants.

Angle measurements are not required at the transducer. Because of this a major source of error, angular distortion in reply signal paths due to ray bending or refraction, is eliminated. Errors in range measurements caused by ray bending are less significant. The accuracy achievable is the major aThe elimination of the need for attitude input from VRS also increases accuracy compared to USBL and SBL systems.

ADVANTAGES OF HPRS

Self contained position measurement equipment. HPRs can be left on the seabed to provide reference for the DP vessel to returned to. HPRs can also serve as markers for equipments on the seabed. Relatively high accuracy. More options to suite prevailing DP operations. For example LBL, SBL, USBL, or SSBL.

LIMITATIONS OF HPRS

Roll and pitch affect the angle measured at the transducer head. Therefore, the angle must be corrected using input from VRU for accurate position determination.

Turbulence from the vessel’s thrusters, noise, and poor acoustic conditions can cause inaccuracy in HPR positioning.

HPR signals “spreads” with increased distance. Hence, accuracy is reduced in very deep water.

Attenuation causes HPR signals to be absorbed by water. The frequency of transmission, water pressure, salinity, an temperature influence the amount of absorption.

HPR signals experience refraction (bending) during transmission. Speed of propagation, layers in the water column, water temperature, pressure, and salinity influence refraction.

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ARTEMIS

PRINCIPLES AND OPERATION OF ARTEMIS

Artemis is the trade name for a positioning system developed by Christian Huygenslaboritorium BV.

Principle of this system is based on getting the range and bearing of a movable vessel from a known fixed position.

Procedure for setting up Artemis: One directional antenna is mounted on a drilling rig, platform, or other fixed structure.

The other directional antenna is mounted on the DP vessel. Operational control is initiate from the DP vessel.

Both antennas are aligned and “locked”. A microwave link is then established between them to facilitate data transfer.

The range or distance is measured at the DP vessel based on the time difference between emission and return of a signal.

The bearing or direction of the DP vessel is measured at the fixed structure. When a fixed structure is unavailable, a beacon may be used in place of an antenna on a floating structure. For example, Offshore Loading Terminal (OLT). In this case, it is impractical to measure bearing at the floating structure. Hence, bearing determination is made at the DP vessel.

ADVANTAGES OF ARTEMIS

Provides geographic position reference. Unlike many PMEs that only provide relative position.

Not affected by precipitation because it operates on 9.2 – 9.3 GHz. Localized position measurement equipment. Therefore, it is convenient for customization to suite the DP operation.

Relatively high accuracy. Long Range.

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LIMITATIONS OF ARTEMIS

A correction must be factored into the DP system for the antenna offset from the center of gravity of the vessel. The range and bearing data is based on antenna to antenna.

X-bank (3cm) radar signal interferes with Artemis signal despite the fact that the 3cm radar uses horizontally polarized waves while Artemis uses vertically polarized waves.

Correction must also be applied to Artemis data to compensate for rolling and pitching of the DP vessel.

Excessive heat on the oil rig or platform may interfere with the Artemis if within close proximity.

Artemis is affected by line-of-sight obstruction. The fixed unit has to be configured and calibrated correctly. Personnel on fixed unit may be needed to set up unit on their end. Vulnerable to power supply problem at Fixed end.

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TAUT WIRE Short range position reference useful where a vessel may spend long periods in a static location, and where the water depth is limited. Taut Wire System is useful for DP operation in the same location for an extended period of time, where the water is not too deep. There are two types:

VERTICAL TAUT WIRE

A crane assembly is fitted near the side of the vessel.

A depressor weight is suspended by a wire attached to constant-tension winch.

The depressor weight is lower to the seabed.

Constant tension is set on the winch. The winch adjusts the length of the wire to maintain constant tension as the vessel wanders.

Angle sensors (inclinameters) at the end of the boom measure the angle of the wire.

The length and angle of the wire deployed indicate the position of the sensor relative to the depressor with. This information is corrected for the vessel pitch and roll. And, used to determine the vessel’s position.

HORIZONTAL OR SURFACE TAUT WIRE

Because it is not a long-range system, it is generally used for relative DP when operating near another vessel or fixed structure, i.e. crane barge, accommodation "Floatel" operations. The principle of operation is basically similar to the vertical taut wire. However, the wire is attached to a prominent point on a fixed structure instead of a depressor weight.

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TAUT WIRE REFERENCE DISPLAY

After the Taut Wire has been deployed and accepted as a position reference in the DP system, a display screen with pertinent Taut Wire information is accessible.

Information on the screen will usually include the position of the depressor weight, angular and structural limits, water depth, etc.

ADVANTAGES OF TAUT WIRE

Quick and easy to deploy system. Mechanical system, therefore, it can be repaired on board when necessary. Very accurate in moderate water depth. All weather operation is possible. Localized position measurement equipment. Good reliability. Assistance from external sources to set up or operate is unneeded.

LIMITATIONS OF TAUT WIRE

The system can be affected by strong current. Accuracy deteriorates in very deep water. r. Short range only, especially in shallow wate ditions. Adversely affected by surface debris or ice con Relative position measuring system only. erwater activity. Wire may hamper ROB, diver or other und osition. Taut wire has to be redeployed each time vessel has to shift p Possibility of positional error caused by weight dragging. ctivity. Wire may be fouled by ROV, divers, or other underwater a Susceptible to mechanical damage. rmally connected to UPS), and cooling. Reliant on vessel main power (not no

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GLOBAL POSITIONING SYSTEM (GPS)

GPS is a satellite-based, passive-ranging navigation system which provides latitude, longitude, and attitude data worldwide. GPS consists of 21 satellites, with 3 spares.

The GPS satellite system is controlled by the US Department of Defense. The US Department of Defense reserves the right to turn-off GPS completely or to reduce the 20m civilian accuracy for civilian use is still not sufficient for most DP operations.

The GPS accuracy generally available for civilian use (Standard Positioning Service) is within 20m.

Differential corrections are applied to GPS data to improve accuracy for DP use.

Fixed reference stations are located at strategic positions on earth.

Each reference station uses the data from GPS satellite and its known position to compute a correction for each satellite.

The reference stations transmit the corrections to the vessel via a data link.

The vessel’s GPS receiver automatically applies the correction to position data received form the satellites.

DIFFERENTIAL GLOBAL POSITIONING SYSTEM (DGPS)

Differential GPS improves civilian position accuracy to 1m - 5m. Differential Correction Network. Multiple reference stations provide differential information. Network DGPs reference stations offer more stability and accuracy compare with data from an individual reference station.

Differential Correction Network. mprove civilian position accuracy to 1m- 3m. DGPs network stations generally i ormation The notion of Available Quality is designed to simplify DGPs status inf

available to the DPO. rine Contractors Association (IMCA) proposed a DP Quality

The International MaIndicator (DQI) system that consists of numeric values from 1 to 9 to represent the operating status, reliability, precision and redundancy of DGPs data. The larger the value, the higher the DGPs data available. Generally, 5 to 9 is adequate for DP operations.

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ADVANTAGES OF DGPS

Relatively high accuracy. Many satellite constellations available. Global coverage with the exception of Polar regions. Proximity to drilling platforms or oil rigs (these structures interfere with satellite signals

and differential corrections).

LIMITATIONS OF DGPS

Accuracy affected by solar flares activities. Accuracy deteriorates with increase distance from reference stations. Drilling platforms, oil rigs or other large structures interfere with satellite signals and

differential corrections. Additional cost for differential correction.

RELATIVE GPS

A procedure used to dynamically position a vessel off a moving, instead of a fixed position.

DP shutter tankers often us relative GPS when loading via a bow hose form the stern of a Floating Production Storage and Offloading (FPSO) vessel.

The FPSO may be turret moored to allow it to weathervane. Consequently, heading and position wandering occur. The stern of the FPSO moves to reflect heading and position change. Thus, the shutter tanker is faced with a complicated dynamic positioning situation.

DARPs (Differential, Absolute and Relative Positioning System )placed on the FPSO is used to resolve the complications resulting from relative dynamic positioning.

ts position THE FPSO uses Network DGPS to get and absolute position. And, relays iinformation to the shutter tanker via a UHF link.

to determine the range and bearing from The shutter tanker’s computer uses the UHF data the stern of the FPSO. This position reference information is used by the shutter tanker’s DP control system for relative Dynamic Positioning.

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LASER-BASED SYSTEMS Laser System is useful for DP operation conducted in the same location or slow moving vessel.

LASER SETUP A typical setup scenario for laser based systems is for the vessel to back-up to the rig or structure and place targets. The vessel would then move away from the rig or structure and select laser on the DP system and wait for the signal to connect. NOTE: There have been instances where workers with reflective tape have caused the system to wander.

ADVANTAGES OF LASER

Laser is effective and accurate when operating within close proximity to oil rigs, platforms, or other large structures that may interfere with DGPS signal.

Quick and easy to set up. Proximity to drilling platforms or oil rigs (these structures interfere with satellite signals and differential corrections).

LIMITATIONS OF LASER

Laser is affected b precipitation in the atmosphere. The range of the laser is limited to a few thousand meters. Reflective targets are required on fixed structures.

There are two types of laser systems commonly used:

FANBEAM

The Fanbeam system is an alternative short range laser based positioning and tracking system. The system consists of a vessel borne laser unit and a reflector, providing range and bearing.

A reflector positioned on a fixed or movable structure reflects the light. The laser unit receives the reflection. And, the image and bearing are determined. A VRU for pitch and roll compensation is needed.

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POSITION MEASUREMENT EQUIPMENT Advantages Of Fanbeam

Low cost compared to other measurement equipments installation. Target does not require any support services once installed. Targets in expensive to make, i.e. plywood, pvc. High accuracy within 20 cm.

Limitations Of A Fanbeam

Not as effective when the sun shines directly into the lenses. The lenses can be affected by condensation, rain, and salt spray. The system may suffer interference from reflective items in the area of the target. Practical, useful range for DP is around 200-250 meters.

CYSCAN

CyScan is a short-range, laser-based, high precision positioning and tracking system consisting of a rotating laser placed on a stabilized platform which compensates for pitch and roll.

Three or more retro-reflective targets are fitted on the DP vessel at defined spacing along a baseline.

The laser emits a pulse of light which is reflected back. The time interval between emission and reception and angle are used to determine the DP vessel’s position relative to the laser.

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POOLING AND WEIGHTING PRS DATA

Pooling is the process of combining data from Position Measuring Equipments (PMEs) when two or more PMEs are activated, to optimize the overall position data.

The pooling process is based on Weighted averaging to use the advantages of each activated PME.

The limitations of each APME is minimized b the combined advantages. .

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PME CHARACTERISTICS

Type

Range

Max. Depth

Accuracy

HPR 5 times water depth 4,000 m 1-2% of water depth Artemis 30 km n/a + or – 1 m Taut Wire 25% of water depth 500m 2% of water depth DGPS Unlimited n/a + or – 3m Laser Up to 2000m

250m practical DP use

n/a Less than .5m

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GLONASS SYSTEM

Global Navigation Satellite System (GLONASS) is the Russian version of the United States’ GPS system.

GLONASS, like GPS, uses pseudo-range measurement from time and satellites position to determine position.

GLONASS satellites high orbital inclination of 65 degrees offer better position coverage in higher latitudes, compared to GPS constellation (55 degrees).

Some GLONASS satellites are not consistently operational for position determination. Hence, GLONASS is not always available for continuous position update.

Combined GPS/GLONASS receivers use both satellites systems. This ability increases the number of satellites available for position coverage.

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PRINCIPLE OF EMULATION AND LIMITATIONS Emulation is the process of interfacing data from position references in the DP system.

LIMITATIONS OF EMULATION

Since most DP systems are proprietary, any update to the system has to be factored in to the emulation process by the manufacturer of the DP system.

Bypassing this requirement may result in unsatisfactory results.

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VERTICAL REFERENCE FOR DP INPUT

Dynamic Positioning maintains a vessel’s position by controlling Surge and Sway.

Dynamic Positioning maintains heading by controlling Yaw.

Heave, Pitch, and Roll, on the other hand, are monitored to enhance position data from Position Measuring Equipments (PMEs).

As the vessel rolls or pitches, positions of PMEs are offset from the center of gravity of the vessel. This offset may also be interpreted by the DP system as an actual position change of the vessel.

Some vessels such as cruise ships may have stabilizers to damping roll.

Vertical Reference Sensor (VRS), Vertical Reference Unit (VRU) or a Motion Reference Unit (MRU) is fitted in the DP vessel to measure pitch, roll, and heave. The terms Vertical Reference Sensors )VRS) and Vertical Reference Unit (VRU) are interchangeable.

The DP control system uses data from VRS, VRU, or MRU to compensate for the offset of various position reference sensors from the centre of gravity of the vessel.

For Dynamic Positioning purposes, the effects of pitch and roll are more critical to position keeping than heave.

A simple VRS consists of a damped pendulum in a chamber containing a viscous fluid. Detector coils converts the position of the pendulum to an analogue voltage to represent angles of roll and pitch. A more complex VRS has facility to measure heave. Motion Reference Unit (MRU), on the other hand, uses linear accelerometers to measure accelerations and calculates inclination angles.

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GYRO COMPASS IN A DP SYSTEM

HEADING REFERENCE

Gyro compass provides heading data to the DP system. DP vessels that require redundancy have two or more gyro compasses. If only two gyro compasses are installed, the DP system is limited to monitoring the

difference in heading data. And, issuing a warning, if this difference exceeds a certain value.

If three gyro compasses are fitted, the DP system can use two-out-of-three voting to determine a gyro failure, and give a warning accordingly.

Heading reference may also be available from strategically positioned DGPS receivers and motion sensors.

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WINDSENSORS WITHIN A DP SYSTEM Wind has the potential to blow a vessel off position. Therefore, DP systems need wind speed and direction data from windsensors:

To compute the effects of the wind on the vessel’s superstructure and hull.

To determine thruster force necessary to counteract the effects of wind. To calculate Weathervane or Minimum Power Heading.(Common in shutter tanker operations).

Several types of windsensors are fitted aboard vessels. Generally, a windsensor commonly consists of a rotating-cup type transmitting anemometer, with a separate windvane to show wind direction. Impeller attached Weathervane

Rotating Cup Anemometer

Another type of windsensor has the impeller attached to the windvane.

WIND SENSOR FEED FORWARD FUNCTION The windsensor has an input to the mathematical model. However, the mathematical model takes time to evaluate and respond to changes in the vessel or environment. The wind, on the other hand, can suddenly gust without warning. Hence, the windsensor is also connected to the DP system by a “feed forward” function to bypass the mathematical modeling process. This function enables the DP system to immediately react to a radical change in wind condition.

LIMITATIONS OF WINDSENSOR INPUT The accuracy of windsensor input in the DP system is influenced by the following factors:

Windshadowing resulting from masts, stacks, adjacent oil rig, platform or other vessel obstructing the wind.

Malfunction in the windsensor (i.e. rotating cups or windvane becoming stuck). Reliability of wind data from the windsensor selected by the DPO.

.

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ENVIRONMENT SENSORS AND ANCILLARY EQUIPMENT Data from the windsensor is essential in DP operations. The speed and direction of the wind are important factors in the calculation of the weathervane or minimum power heading. Some vessels such as shuttletankers and FPSOs require the vital information in order to keep the correct attitude at all times. The windsensors are coupled into the DP system by means of a “feed forward” function, which bypasses the mathmatical model, in addition to being included in the modeling process. This is also known as wind feed forward.

DESELECTING WINDSENSOR INPUT Two or more windsensors positioned at opposite ends of the yardarm enable the DPO to select or deselect a windsensor, depending on the prevailing circumstances. The disadvantage of deselecting windsensors is wind data to the mathematical model and feed forward function are discontinued. However, the DP system uses wind data stored in the mathematic mode.

ADVANTAGE OF DESELECTING WINDSENSOR During helicopter operation, if the helideck is close to windsensor, the downwash of air from the helicopter rotor will trigger the feed forward function, Hence, the DP system will issue thruster command to react to an apparent gust. Deselecting windsensors during this critical operation will ensure that the vessel is not inadvertently reacting to a fictitious gust. Caution: Keep in mind when reselecting windsensors that the DP system may interpret the difference between the constant wind value in t mathematical model and the prevailing wine condition as a gust. And, react accordingly.

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OTHER SENSORS

INERTIAL NAVIGATION SYSTEM (INS) Rate Gyroscopes (sensors used to measure rate velocity) and accelerometers (sensors used to measure acceleration in various axes) are combined to compute the vessel’s heading, altitude and position. Note: Unlike a DGPS receiver which determines position relative to satellites, INS is self-contained. While INS cannot determine an initial position, it accurately computes position relative to an initial position. Hence, combining DGPS and INS enhances DP capabilities.

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MESSAGES ON DP SYSTEM AND PRINTER Dynamic Positioning systems are designed to consistently check for inconsistencies, faults, and warnings. Unique to the IVCS 2000, is a voice alarm in plain English.

When critical conditions are detected, messages (reports) are generated. These messages, are constantly displayed on the LCD monitor and/or printed in an abbreviated format. Most DP systems have a dedicated display area or facility for Messages. The type of information on display will consist of:

Date and time of message generation. Message text. Message reference number. Message type (Alarm, Warning or Information). Source of origin (e.g. computer A or B). Status of message (acknowledged or not, active, inactive, etc.).

Additional data.

All messages are printed out hard copy by a printer. I addition to the brief message text, the DPO may consult a message listing, either on paper or on-screen help file, to provide a much greater description of the causes and effects of the message. Basically, DP systems issue three categories of messages:

Alarm. Warning. Information.

In the IVCS 2000 DP system, the three categories of messages are:

Error. g. Warnin n. Informatio

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ENVIRONMENT SENSORS AND ANCILLARY EQUIPMENT Alarm messages are issued with a flashing lamp and audible alarm whenever the system discovers a situation which adversely affects DP operation. The DPO must acknowledge the alarm, check the contents of the alarm message, and determine a corrective course of action, in order to rectify the situation. The following messages qualify as Alarm:

Setpoint Alarm Limits Exceeded.

Position Out of Limit.

System Fault. Thruster #2 Feedback Error.

Warning messages, appear on the alarm display and printer, are issued with flashing lamp alarm whenever the system discovers a situation which will adversely affect DP operation, but do not have any serious effect on the performance of the system. The DPO must also acknowledge warning alarms, and check the contents of the message in order to rectify the situation. The following messages qualify as Warning:

No windsensor selected. Wind Direction Difference. Thruster #1 High Force.

If system tests do not report the same message after a specific timeout period, the message becomes inactive. Generally, inactive Alarm and Warning messages need to be acknowledged by the DPO before they are removed from the active message display list, while Information messages are removed automatically when they become inactive. Information messages are issued without a flashing lamp or audible alarm to inform the DPO of important issues that will not adversely affect DP operation. Reference Reject HPR 1 qualifies as information.

CATASTROPHIC FAILURE MESSAGE Catastrophic Failure indicates and extremely harmful situation that would cause the vessel to loose DP capability, i.e. loosing heading (gyro compass) or position (DGPS) input. Alarms and Warnings associated with catastrophic failure must be check and acknowledged by the DPO.

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CORRECTIVE ACTION FOR ALARMS/WARNINGS The DPO must fully understand any alarm or warning message before acknowledging it. Regardless, the DPO may consult an on-screen help field or message listing to get a detail explanation of the abbreviated alarm or warning message. If one of two gyros selected by the DPO experiences a catastrophic failure (signal loss) for example, the DPO must ensure that the alternate gyro is selected in order to maintain heading input into the DP systems.

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POWER GENERATION AND SUPPLY Dynamic Positioning vessels, compared with conventional merchant vessels, have a much higher need for power due to all the systems and redundancy required for DP operation.

DIESEL ELECTRIC DP VESSEL

Generic power generation and distribution for a dive support vessel.

In a typical diesel-electric DP vessel, power may be generated as follows:

Six diesel generators, fitted in two separate machinery spaces. The generators send power to a split HT (high tension) switchboard. The switchboard busbars are installed in separate spaces, also. And, are connected by a bus switch.

The bus switch is opened to isolate the two halves of the switchboard so each can operate independent of the other. When the bus switch is closed, the two halves connect.

Each busbar provides power to one main propeller, and at least one thruster at the bow and stern. This provides redundancy should a fault develop in one busbar.

A Diesel Electric DP Vessel has a diesel engine connected to an electrical alternator/generator.

Alternators/Generators provide power for the diesel electric engine by a bank of diesel driven alternators also called generators for this purpose. One of the advantages of this type of operation is the cost saving on fuel. Another advantage is the ability to take generator on and off line when they are not needed.

Switchboard is an essential part of a diesel electric vessel. The alternators/generators feeds the switchboard at which time the switchboard distributes the power. The typical switchboard is 480 volt and split into two sections, the port board and starboard board. These two side are connected by bus tie breakers. Proper setup of this equipment is

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necessary in order to have a workable DP operation. DP technicians have simplified this process over the years with computer systems and more modern equipment. Different types of DP systems have different requirements from the bus-ties. An abnormal power condition, such as a generator taking on too big of a load and tripping, may cause a blackout. When this happens the other generators try and assume the remaining load and one of them may trip causing a blackout. This is why the bus-tie switches are important and should be monitored. A bus-tie on a DP 2 system can either be open or closed in order to fix any problems while maintaining position. The main purpose is so a single fault failure will not cause the vessel to lose DP. A DP 1 type vessel might only have a 280 volt switchboard but will be split like the 480 volt.

In a typical diesel-electric DP vessel, power may be generated:

Six diesel alternators, fitted in two separate machinery spaces. The alternators send power to a split HT (high tension)switchboard.

The switchboard busbars are installed in separate spaces also. And, are connected by a bus switch. The bus switch is opened to isolate the two halves of the switchboard so each can operate independent of the other. When the bus switch is closed, the bus bars connect the two halves. Each busbar provides power to one main propeller, and at least one thruster at the bow and stem. This provides redundancy should a fault develop in one busbar.

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POWER REQUIREMENTS

Power is critical for the operation of various subsytems in the DP system. The power generation system must be capable of rapid increase in production to met high

power demands by the control system, while “scaling “back when power demand is low, in order to conserve fuel.

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POWER MANAGEMENT SYSTEM

Power Management is the system that efficiently matches the level of power to the existing conditions and having adequate power for future conditions. Diesel-electric powered vessels generally have sufficient generators, connected to a switchboard driving the necessary motors.

In new modern vessels, the power management systems have the ability to start and stop generators, trip certain systems before others, distribute load sharing through the system.

Power Management is the process of producing enough power to meet the demand of the DP system, while economizing fuel consumption.

Redundancy level required determines the complexity of the power management system. In a typical diesel-electric power vessel, enough alternators are connected to the

switchboards to produce the required power. When power demand increases, more alternators come online. When, power demand decreases, the reverse occurs.

Power Management system is generally designed to prevent large motors from starting until enough alternators are online to produce the required power.

In order to have redundancy, the power generation system is divided into tow halves. The tow plants are fitted in separate machinery rooms, Moreover, switchboards are subdivided to isolate faults or prevent blackout when necessary.

A Power Management system included in the IVCS 2000 provides:

The power monitoring for each of thrusters, CPPs, Shaft Generators, Main Engines. The actuators’ (thrusters and CPPs) power limiting in order to prevent Shaft

Generator and Main Engine overload.

system

Reduced power consumption of the CPP and thruster connected to the same Shaft Generator with the thruster, which is being started, in order to start the thruster motor.

UNINTERRUPTED POWER SUPPLY The electronic components of the DP system (console, computers, position measuring equipment, environmental sensors, etc.) need a stable power supply. Excessive power fluctuation may not only blow some fuses, it can also damage sensitive electronic equipment. Moreover, DP electronic components must have backup battery power in case the vessel experience a blackout. These battery backups systems are called Uninterruptible Power Supplies (UPS). DP class 2 and 3 must have redundant UPS’s and have a minimum duration of 30 minutes of operation. There are other types of UPS’s on the market and many have longer durations. A better system would be to setup two systems for redundancy in case of a UPS failure. UPS’s should be tested on a regular basis as they do not last forever. They come in many different price ranges from inexpensive to very expensive. The vessel would be bettered served with a reliable

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POWER GENERATION AND SUPPLY Provisions For Uninterrupted Power Supply:

Case 1 - Various peripheral elements of the DP system are given dedicated individual UPS. For example, one independent UPS unit for each of the two DGPS receivers in a DP system.

Case 2 - One large capacity UPS facility to provide power to several components in the DP system.

SIMPLEX UPS SYSTEM Two separate supplies Master and Alternative, are taken from individual busbars. These supplies go into charging rectifiers, which converts the ships a.c. to 120 v. d.c. The d.c. then supplies the inverters, and backup batteries. When the vessel loses power, the batteries provide power to essential DP electronic components for about 30 minutes. NOTE: The batteries do not power the thruster and taut wire winch.

Inverters in the simplex UPS system convert the 120v. dc. into the a.c. voltage and frequency required by the DP electronic components. Outputs from the Master and Alternative Inverters are synchronized in phase. The static switch sends the power from Master or Alternative inverter to the DP electronic components. Although the static switch is dependable, it is not redundant. Hence, it is a source of single-point failure. Consequently, the simplex UPS system is limited to use in Equipment Class 1 DP vessels.

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DU

Each of two independent UPS systems is used to provide power to half of the DP system. Each UPS has a backup battery for redundancy.

TRIPLEX UPS SYSTEM A DP Equipment Class 3 vessel will have a third UPS system installed for triple redundancy.

PLEX UPS SYSTEM

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WINDOWS

POWER LIMITS In this window, the DPO can set maximum allowed power consumption for actuators (thrusters and propellers) and maximum allowed power production for Main Engines and generators. Power limits set in this window are considered by the IVCS 2000 during Thrust Allocation. When power consumption/production within these limits is not enough for system operation, an alarm appears. Using “<” and “>” buttons it is possible to set required limit values for the following actuators:

Bow #F Thruster. Bow #A Thruster. Stern #F Thruster. Stern #A Thruster. Port Diesel. Stbd Diesel. Port Generator. Stern Generator. Port Propeller. Stbd Propeller.

Power limits are set in percents

from maximum consumed/produced power.

et power limits are indicated in the Power Monitoring Window of the IVCS 2000.

GENERATOR LIMITS In this window an operator can set low and high voltage and frequency limits for generators. When these limits are overstepped, an alarm appears. Using “<” and “>” buttons it is possible to set required limit values for the following generators:

S

Port Generator. Stbd Generator.

Generator limits cannot exceed maximum voltage and frequency values, defined by generators’ specifications.

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SYSTEM DIAGNOSTIC WINDOW

The System Diagnostic Window is

used for: The IVCS 2000 hardware

monitoring. Testing of the system

operability. Determination of the current

system configuration. The upper part of the System Dia o ws system gn stic Window shostru ll system hardware components are indicated:

cture diagram where a

I/O boxes connected with pper row

): vessel actuators (uof rectangles

Bow Forward Thruster. Bow Aft Thruster. Stern Forward Thruster. Stern Aft Thruster. Port propeller. Starboard Propeller.

indicates state of the Color of the rectangle

respective I/O box: Green color – I/O box is

correctly operated. Red color – I/O box is

failed. Genus Bases A and B are presented as two horizontal lines located under the I/O bo

Color of the line indicates state of the bus: xes.

Green – the bus is correct and in operation. This means that at least one of I/O boxes is operated through this bus. It is possible that both Genius buses are green.

White – bus is correct and Hot Standby. Red – bus is failed.

ters A and B states are determined by color of the respective rectangle: PLCs and Compu Light Green – PLC/Computer is correct and in operation (Master). Dark Green – PLC/Computer is correct and Hot Standby. Red – PLC/Computer is failed.

Port and Stbd Steering Systems states are determined by color of the respective rectangle:

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Green – Correct connection between PLC and Steering Gear. Red – No connection between PLC and Steering Gear-Rudder control is not

available. Ethernet connections between

ind PLCs and Computers are presented with color lines,

icating the state of connection: Green – connection line is correct. Red – connection line is failed.

B, and PCP) are presented as rectangles located in the of the rectangle indicates state of the respective Control

Control panels (MCP A, MCP lower row of the diagram. ColorPanel:

Light Green – CP is active. Connection line between CP and Computer is light green. Dark Green – CP is not active. Connection line between CP and Computer is white. Red color – CP is failed or

CP and Computer is red als no connection with CP. At that connection line between o.

Sensor sets are presented as twindicates sensor state:

o black boxes with sensor lists. Color of the sensor name

Green – sensor correctly sends data to the IVCS 2000. Red – no data from sensor.

The fo color circle indicators are presented in the lower part of the System

llowing AC/DC Monitoring Diagnostic Window:

a rgizing from 24 VDC A and B Power suppliers: Av ilability of I/O boxes ene power supply is available. Green color of indicator – izing. Red color – no energ

a in Housings A and B energizing from 24 VDC A and B Power Av ilability of Masuppliers:

Green color of indicator – power supply is available. Red color – no energizing.

in Housings A and B energizing from internal 24 VDC Power Availability of Masuppliers:

or – power supply is available. Green color of indicat Red color – no energizing.

UPS A and B failure indicators: Line Failure (115 AC ship power failure). Low Battery.

Replace Battery. Grey color of indicator – no failure signal.

NOsecond n

Red color – failure.

TE: In the case of Low Battery the Operator Console will be automatically shut down in 30 s a d the following inscription will be displayed: System is automatically shut down. Low battery.

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SYSTEM STRUCTURE DIAGRAM

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POWE The oWindow

R MONITORING WINDOW

P wer Monitoring is used for:

Thrusters’ power consumption, parameters and state monitoring.

’ and

at

Enginesgenerators’ power producing, parameters and st e monitoring.

Circuit breakers’ state monitoring.

The following indicators

gen(Power oDevices):

Thruster Motor Start Preparing.

are represented for each thruster, engine,

erator, and CPP M nitored

age -

Power Monitored Device ImIndicates the state of the Power Monitored Device.

The following group of parameters is monitored for all Digital Parameters Indicators - Power Monitored Devices, except for the Shaft Generators:

Power. RPM.

r parameters are the following: Pitch (except engines).

As for the Shaft Generators, thei Power. Frequency. Voltage.

icator - Shows the consumed/produced Power Consumption/Generation Graphic Indpower level.

r - Shows the state of the circuit breaker connecting the Power Ci cuit Breakers ImageMonitored Device to the bus.

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“START” Pushbutton - Is presented only for the thrusters. Enables starting the Thruster Motor Start Preparation Procedure. Changes to the “Ready to start” state after the Preparation Procedure has been executed.

Power Monitored Device Status Indicator - The colored circle Indicator; the color is indicating status:

Grey – not ready (option). White – device under manual control. Green – device under automatic control. Red – device Alarm.

Power Monitored Group Graphic Bar Indicator - Shows the power consumption and generation for the Power Monitored Device Group.

Red lines on all graphical indicators represent the set power limits.

ALARM MONITOR The Alarm Monitor contains the list of all alarms and control buttons for Alarm List viewing. It can be loaded by one of two ways:

Select “Services Alarm Monitor” option on the Main Screen. Press the “Monitor” Softkey in the Alarm Window of the IVCS2000.

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POWER GENERATION AND SUPPLY The Alarm Monitor window is similar to the Alarm Window of the IVCS2000. It contains the following:

Alarm List, presented as a table, with the following fields in each string: The symbol, defining message group (Error, Warning, Information). Field of message acknowledgement. Date. Time – start Time of alarm. End – stop Time of alarm. Event – text of alarm message.

Control Buttons: “↑” and “↓” Softkeys – for alarm selection. “ACK” Softkey – for acknowledging of selected alarm. “Prev” and “Next” Softkeys – for moving screen pages (up and down). “Clear” Softkey – for cleaning of alarms storage. Press this button to keep only 3

months history of alarms. Exit Softkey .

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APPROACHING WORKSITE The Dynamic Positioning Vessel, in many cases, can be considered the command center of the DP operation. Hence, it is imperative that DPOs fully appraise every detail relating to the pending project. Details to consider prior to arrival at the worksite must include the following:

Location and/or parameter of the worksite. Depth of water at and around the worksite. Traffic in vicinity of worksite. Obstructions above and below the water. Possible hazards relating to DP operation. Weather forecast for the area of operation. Tide and current predictions

Details to consider prior to arrival at the worksite must include the following:

Available thrusters. Equipment redundancy required for the operation. Available position references and limiting factors (i.e. rigs, platform, and other large

structures may interfere with GPS signals). Communication Channel to contact platform or other vessel involved with DP operation.

Details to consider prior to arriving at the worksite must include the following:

Coordinate with engine room (i.e. time, power requirement, communication lights, etc.).

Contingency plans for power blackout, abandoning DP operation, exiting worksite, andmore.

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TRANSFERRING FROM CONVENTIONAL NAVIGATION TO DP CONTROL During the approach to the worksite, the vessel has to switch control from the navigation bridge to the DP console. Several factors must be considered when determining when and where to switch over to the DP console including:

Physical location of the DP console relative to the navigation bridge (i.e. the DP console is in the After Bridge on some vessels. In the case of shutter tankers, the DP console is in the Bow House).

Vessel traffic in the immediate vicinity. Proximity to the 500m zone, if applicable. The DP system requires some time to build a mathematic model for the prevailing

circumstances. Without the model, the vessel will have difficulty maintaining position.

CHECKLIST Utilizing a checklist for this switching over process will help ensure that essential DP items are examined. A checklist is a guide which lists essential items to be examined. In some cases, the checklist will give the examination sequence and tolerance for the each item. Generally, the DPO on duty will have to maintain the following checklists:

Pre-DP. Pre-operational. Watch hand-over. Periodic DP (i.e. every six hours).

NOTE: The Machinery Control Room (MCR), ROV crew, Deck crew, and Surveyors may have their own checklists. Checklist Recommendations:

If possible, two DPOs should complete the checklist—one reads out and initials each item while the other does the actual check.

Avoid racing through the checklist. DP is a gradual process. Use the checklist as a memory aid only so you don’t lose sight of the “big picture.”

Update the checklist to reflect modification or upgrade in the DP system. If the checklist is a controlled document, file a non-conformance to get the require change.

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SWITCHING FROM MANUAL TO FULL DP MODE After completing the pre-DP checklist, maneuver the vessel as close to a complete stop as possible, before switching to full DP. Keep in mind that if the vessel still has headway when you switch to full DP, the thrusters may overwork to maintain position. Hence, the vessel could experience a partial or complete blackout, depending on the level of redundancy. A more practical approach is to engage full DP mode, one axis at a time:

Steady the vessel’s heading prior to pressing the Auto Yaw button. In this mode, the DP system automatically controls the heading. And, the DPO manually controls Sway and Surge with the joystick. This mode is referred to as “JSAH” (Joystick control with Auto Heading).

Manipulate the joystick to reduce motion in the X-axis (fore and aft) as close to zero as possible. Then, engage Auto Surge.

Repeat the above procedure for the Y-axis (sideways) and press Auto Sway. Caution: Avoid making a heading change, using the Heading Input option, when the vessel has only Auto Yaw and Surge or Auto Yaw and Sway engaged. This could lead to some unsuspected vessel reaction.

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LOGBOOK RECORDS The vessel’s logbook is an official record of pertinent events equivalent to a “black box” in an airplane. As a rule, any information that could be used to reconstruct an operation or incidence for analysis, should be entered into the ship’s logbook. Some companies have policies relating to what should be recorded in the ship’s log; and, acceptable format to use. In addition, some DP vessels have an automatic voice and event recorder on the bridge. Events to be recorded in the vessel’s logbook should include, but are not limited to the following:

Essential communication, i.e. permission to proceed into the 500m zone. System failures. DP incidence and repairs. Details of DP operation.

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COMMUNICATION DURING DP OPERATIONS Any operation that requires successful cooperation between various parties - i.e. charterer, marine department, engineers, surveyors, deck crew, divers, etc.— has the potential for conflict. Communication is crucial to the success of any DP operation. Every single person involved in the DP operation must be briefed about the overall operation in order to see “the big picture.” In addition, it is essential that everyone knows exactly what is expected of him/her.

DP WATCHKEEPING The nature of the DP operation and class of vessel will dictate manning requirement. For example, a non-redundant DP supply vessel delivering supplies to an oil rig might have only one DPO on watch at a time. However, a construction vessel carrying out dive operation will have at least two DPOs present on the bridge at any time. Regardless of manning requirements, DPOs on all vessels are involved in hand-over procedures. Some vessels have hand-over checklist. For some vessels, the hand-over is informal. The following information will greatly enhance the hand-over process:

The vessel’s heading and position. Vessel traffic around the worksite. Details of the DP operation and expected changes. DP systems performance. Status of Position Reference Systems and any restriction. Level of redundancy. Current weather conditions and forecasts. Internal and external communications. Expected helicopter operations.

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UTM SYSTEM OF PROJECTION AND COORDINATES Universal Transverse Mercator (UTM) system of coordinates, produces the high level of accuracy required for most Dynamic Positioning related operations. Hence, UTM is a viable alternative to reduce distortion resulting from the conventional Mercator projection. Mercator Projection is formed by a placing a cylinder tangent to the Earth’s equator.

Lines of longitudes (measured east-west) converging at the poles are stretched in the cylinder so that they are straight and equidistance.

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OPERATIONS USING DYNAMIC POSITIONING Consequently, latitudes (measured north-south) are proportional stretched. Thus, distortion, resulting from the stretching, is minimal at the Equator and increases to a maximum value at the poles.

Since, most DP operations are carried out well away from the equator, a more accurate system of coordinates was needed—UTM. In the UTM system of coordinates, Northings and Eastings, measured in meters, are used to express a position. Universal Transverse Mercator (UTM) was developed in 1936 and adopted by the US army in 1947.

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OPERATIONS USING DYNAMIC POSITIONING This projection is based on a cylinder placed tangent to a selected meridian.

Thus, the area within 3º on each side of the selected meridian has minimal distortion.

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OPERATIONS USING DYNAMIC POSITIONING A single Transverse Mercator projection only yields a useful zone of 6º width of longitude (3º on each side of the selected meridian). Hence, that is obviously not enough to cover the whole terrestrial sphere without distortion. Consequently, the cylinder is rotated in 60 steps (six degrees per step) UTM to ensure every point on Earth is within 3 degrees of a central meridian. In addition, each zone is then divided into 100,000 meter squares (100 000 x 100 000).

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OPERATIONS USING DYNAMIC POSITIONING In order to cover the entire Earth, the terrestrial sphere is divided into 60 zones of 6º longitude. The zones start at 180º meridian and are numbered consecutively eastward.

THE ZONES ALSO EXTEND FROM 84º N TO 80º S.

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OPERATIONS USING DYNAMIC POSITIONING Zone 1, for example extends from 180º meridian to 174º W longitude, with the central meridian at 177ºW). Eastings are measured increasing to the east. In addition, the central meridian is given a false datum value of 500,000. Hence, Eastings for a position east of the central meridian will increase from 500,000 to the position. Eastings for a position west of the central meridian will decrease from 500,000 to the position. This resolution results in positive Eastings values throughout the zone. Northings are measured increasing to the north. For example, the Northings for a position in the Northern hemisphere is measured from the Equator (zero reference) northward to the position. Northings for a position in the Southern hemisphere is measured from the Equator. However, in this case, the Equator is given a false datum of 10,000,000. Hence, Northings value decrease from the Equator southward. This resolution results in positive Northings values increasing northward throughout the globe. Advantages of UTM Systems of Coordinates:

Minimal distortion within a zone. High accuracy. Accuracy is consistent throughout the glove. UTM is popular in DP operations.

Disadvantages of UTM System of Coordinates:

High distortion at the poles. Northings and Easting are measured from false origins. A complete reference requires Northings, zone number, and Eastings. Combining different UTM zones lead to major distortion.

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OPERATIONS USING DYNAMIC POSITIONING

DATUMS USED IN DP OPERATIONS Three popular datums used in DP operations:

Universal Transverse Mercator (UTM ) system gives position in terms of zone number, Northings and Eastings in meters.

Latitude and Longitude coordinates system, give position in terms of North or South and East or West relative to the Equator and Greenwich meridian respectively. Coordinates are given in degrees and minutes.

Local coordinates system gives position in terms of distances North/South (X) and East/West (Y) from a local reference point—fanbeam reflector, HPR transponder, taut wire depressor weight location, etc.

DIAGRAM BASED ON UTM COORDINATES In order to draw a worksite diagram based on UTM coordinates:

Select the central meridian in the zone closest to your position. Plot the Northings for your position relative to the Equator. Plot the Eastings for your position relative to the central meridian in your zone.

Caution: U.T.M. coordinates based on the central meridian in a zone will not align with coordinates for the same location based upon another central meridian. Draw all diagrams for the DP operation to the same projection and central meridian datum.

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OPERATIONS USING DYNAMIC POSITIONING

EMERGENCY AND CONTINGENCY PLANNING

P operation leave little room for error. DPOs must rely nthat cou ition and heading. The ultDP ope using the least amount of thrusters power to prevent pos lmust be

The dynamic nature and precision require of D

o operating procedures, prevailing circumstances, and experience to anticipate situations ld cause the DP vessel to loose pos

imate goal of emergency and contingency plans is to allow the vessel to safely terminate ration, and escape from the location

sib e blackout. If an escape is not possible, on a dive vessel for example, position and heading maintained.

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OPERATIONS USING DYNAMIC POSITIONING

CAPABILITY OF DP VESSELS Assessing a vessel’s DP capability is a prerequisite for determining whether the vessel can meet the demands of a particular operation. Several sources are available to help assess the DP vessel’s capability:

FMEA (failure modes and effects analysis).

ERN Numbers. Capability Diagram. Footprint Plot.

The Capability Plot/Diagram contains results of the IVCS 2000 Capability Analysis and allows an operator to set different system configuration and select environmental conditions to forecast the maximum weather conditions in which the vessel can maintain position and heading. By examining this window an operator can clearly see the current (or forecasted) operational limits for current (or set) environmental conditions and select an optimal heading for most safe operations. There are two modes of the Capability Diagram Window operation:

Real Mode - In this mode, the system indicates the maximum weather conditions in which the vessel is able to continue DP operation for current system configuration (thrusters set and maximum loading), actual current conditions (speed and direction), and actual wind direction. To operate the Capability Diagram Window in the Real Mode, press the Real Mode control button in the middle part of the window.

Hypothetic Mode - Forecast of the maximum weather conditions for which the vessel can maintain position and heading for set system configuration (thrusters set and maximum loading), set current conditions (speed and direction) and set wind direction. To operate the Capability Diagram Window in the Hypothetic Mode, press the Hypot Mode control button in the middle part of the window.

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OPERATIONS USING DYNAMIC POSITIONING The Capability Diagram Window has the following structure:

The upper part of the window contains the Capability Plot, where the following information is indicated:

Circle Grid, where each of concentric circles points a wind speed value and rays determine relative vessel heading direction.

Blue-red arrow points North direction . Wind direction (actual

with symbols HW. for Real Mode and set for Hypothetic Mode) – yellow triangle

Current direction (actual for Real Mode and set for Hypothetic Mode) – green bols HC. triangle with sym

Area, withinspeed.

which the vessel can maintain position and heading depending on wind

This area is determined bdirection for the Real Mdirection for the Hypothe

y the actual current speed and direction and the actual wind ode and by set current speed and direction and set wind

tic Mode. The middle part of the window is used for:

Operational Mode selectiofollowing values indication

n: the Real Mode and the Hypot Mode control buttons. The for the Real Mode and setting for the Hypothetical Mode:

True current speed. True current direction. True wind speed (can not be edited in the Hypothetic Mode). True wind direction.

To edit wind and currentSpecial editors appear, wh

settings in the Hypothetic Mode, press the Edit softkey. ere an operator can set desirable values.

The lower part of the CapabilityMode) and setting (for the Hyloading (actuator limits) and

Diagram window is used for monitoring (for the Real pothetic Mode) thrusters configuration and maximum

contains the following: Indicators of Auto or Manual actuator using in the IVCS 2000. Indicators of actuator li

mits.

set or actuator limits in the Hypothetic Mode, press an actuator cial editor appears, where an operator can set desirable value of eric keypad) and switch on/off an actuator on/off into Auto Mode

To modify actuatorscontrol button. A speactuator (using a Numoperation

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OPERATIONS USING DYNAMIC POSITIONING

ST The fol

ATUTORY REQUIREMENTS FOR DP OPERATIONS

lowing documents contain statutory requirements and guidance relating to DO operations: "Gu sitioning Systems," (IMO document idelines for Vessels with Dynamic Po

MSC/Circ.645)

doc"Guidelines for the Design & Operation of Dynamically Positioned Vessels," (IMCA

ument)

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OPERATIONS USING DYNAMIC POSITIONING

DP EQUIPMENT CLASSES AND APPLICATION Summary of IMCA (International Marine Contractors Association) guidelines for DP vessels:

Equipment Class 1 - Loss of position may occur in the event of a single fault. 2 - Loss of position should not occur from a single fault of an active

y occur after failure of a static component such as cables, pipes, manual valves etc.

Equipment Classcomponent or system such as generators, thruster, switchboards remote controlled valves etc. But ma

Equipment Class 3 - Loss of position should not occur from any single failure including a completely burnt fire sub division or flooded watertight compartment.

CLASSIFICATION SOCIETY NOTATIONS American Bureau of Shipping (ABS), Det Norske Veritas (DNV), Lloyds Register of Shipping (LR) issued class notations for DP vessels. CORRESPONDING CLASS NOTATION Description IMO Equipment LR DNV ABS Manual position control and automatic heading control under spcified maximum environmental conditions.

DP(CM)

DNV-T

DPS-0

Automatic and manual position and heading control under specified maximum environmental conditions.

Class 1

DP(AM)

DNV-AUT DNV-AUTS

DPS-1

Automatic and manual position and heading control under specified maximum environmental conditions, during and following an single fault excluding loss of a compartment. (Two independent computer systems).

Class 2

DP(AA)

DNV-AUTR

DPS-2

Automatic and manual position and heading control under specified maximum environmental conditions, during and following an single fault including loss of a compartment due to fire or flood. (At least two independent computer systems with a separate backup system separated by A60 division).

Class 3

DP(AAA)

DNV-AUTRO

DPS-3

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OPERATIONS USING DYNAMIC POSITIONING

DP EQUIPMENT REQUIREMENTS SUB S

SY TEM OR COMPONENT MINIMUM REQUIREMENTS FOR GROUP DESIGNATION

Equipment Class:

IMO 1 2 3 DNV AUT AUTR AUTRO LR DP(AM) DP(AA) DP(AAA) ABS DPS-1 DPS-2 DPS-3 Power System:

Generators and Prime Movers Non-Redundant Redundant Redundant, separate compartments Main S 1 1 w/bus tie 2 w/normally open bus-ties in separate

compartments Bus Tie Breaker 0 1 2 Distribution System Non-Redundant Redundant Redundant, separate

compartments Power Management No Yes Yes Thrusters:

Arrangement of Thrusters Non-Redundant Redund t Re ant, separate c mpartments an dund o Control:

Auto Control: # Control Computers 1 2 2+1 in alternative control station Manual Control: Joystick Yes Yes Yes w/auto heading Single Levers for Each Thruster Yes Yes Yes Sensors:

Position Reference Systems 2 3 3 including 1 in alt. control station External Sensors: Wind 1 2 2 ( of which in alt. c ntrol station) 1 o VRS 1 2 2 ( of which in alt. c ntrol station) 1 o Gyro 1 2 3 ( of which in alt. c ntrol station) 1 o Other 1 2 2 ( lt. c ation) 1 of which in a ontrol st UPS 1 1 1+1 in separate compartment Alternative Control Station for

No

No

Yes

Back-Up Unit

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OPERATIONS USING DYNAMIC POSITIONING

DP OPERATIONS IN SPECIALY VESSELS ynamic positioning (DP) technology was developed primarily to facilitate innovative

xpansions in the oil and gas exploration industry. However, the success of DP has made it or vessels performing a variety of tasks.

NDERWATER UPPORT V SSELS

upport vessels deploy divers riety of underwater operations including inspection, tion, configuration, recover ey, and Due to s associated with dive

dive support vessels ave several arrangements in place to protect divers.

Defeasible f

DIVING AND U S E Dive snstalla

for a vai y

h, surv more. hazard

operations, DP Major DP systems are du p ens

gardless of possible failur odes. plicated or tri licated to ure that divers are recovered

re e m The length of the diver’s umbilical is restricted to preve om being sucked

g propeller, thr ther le. nt him/her fr

into a rotatin uster, sea water intake, or o underwater obstac In addition, a tender or stand d e by diver is use to tend to th diver’s umbilical. For dive operations in wate eper than 30 ust wear an atmospheric

diving suit (ADS) or a remo operated vehicle (ROV) is e ployed.

HIPS

involved with oil or gas dril wanders

to the extend that the conne tion to the well is ase of hydrocarbons could

ge the environment. In addition, ng to the well can be ostly and ti

g.

r de 0 meters, a diver mte m

DRILLS Drillships are directly exploration. Hence, if the lship off position csevered, uncontrolled relepollute and damareconnecti c meconsumin

Dyis used to keep

namic Positioning, usually class III syste , the drillship as directly above

the well as possible.

m

Lower main riser ang is constanored to ensure the vessel remains within

3º.

le tly monit

Water circles may be established to represent distances corresponding to riser angles.

A riser angle in excess of 3º is an indication that the drillship is drifting off location to the extend that the connection to the well may part.

Some DP systems on drillships have “riser angle mode” function to ensure that the drillship is automatically maneuvered to reduce the riser angle.

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OPERATIONS USING DYNAMIC POSITIONING

CABLE LAY AND REPAIR VESSELS Cable Lay and Repair Vessels have to load and lay fragile fiber-optic cables. Therefore, DP systems in these vessels enables them to have more control when handling cables.

DP also enables these vessels to maintain position and heading when they come to the end of the nnection. During this operation,

e water is often shallow with strong current.

Pipelay nsion in the pipeline during laying operation in ord o

lay, usually close to the coast, to complete the shore-end tie-in coth

PIPELAY VESSELS

vessels have to maintain a constant teer t prevent damage to the pipeline.

Pipeline tension data is automatically transmitted to the DP system. vessel to The system then provide the necessary thrusters commands to enable the

maintain tension.

NG AND DREDGING VESSELS

over untrenched pipelines. DP systems over the pipeline to be covered. Hence, nly and economically.

problems in some areas of the ocean.

e vessels are used to ensure accuracy in dred n handy for several dredging operations.

SH A F t O) is generally a a turret moored tanker whi w ther. FPSOs often use shutter tankers to transpo ion, the shutter tanker has to maintain a relative Hence, the shutter uses DP for relative position

In addition, these vessels have to lay the pipeline along an exact track. Hence, DP enables these vessels to follow the required track.

ROCKDUMPI Vessels engaged in rock dumping are generally used to cin these vessels provide accurate track and speed controlthe “auto-track” mode allows vessels to spread rocks eve Rockdumping vessels are also used to remedy erosionVessels engaged in dredging operations range from clearing channels and harbors to recovering road ost nes and building aggregates. DP systems in thes

gi g a defined area. The “auto-track mode” comes in

UTTLE TANKER AND FPSO VESSELS

loa ing Production, Storage, and Offtake units (FPSch eathervanes to maintain heading into the wea

rt the oil. As the FPSO wanders about her posit position to prevent breaking the loading hose. ing off the FPSO.

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OPERATIONS USING DYNAMIC POSITIONING

ACCOMMODATION AND FLOTEL UNITS Accommodation and Flotel Units are generally barges used to support oilfield operations. These barges have to maintain position off other vessels or structures. Hence, DP is used when water depth, seabed activities, or other hazards render anchoring impossible.

CRANE BARGES AND CONSTRUCTION VESSELS Crane Barges and Construction vessels are used in construction and de-commissioning operations in the oilfield. These vessel are also used in wreck recovery or salvage work. Since these vessels have to operate relatively close to object (s) being lifted, they have to maintain position and heading to prevent collision. DP systems in these vessels are often more feasible than anchoring.

SUPPLY AND STANDBY VESSELS Supply and standby vessels usually come in close proximity to oil rigs, platforms, barges, or other vessels for replenishment operations. DP systems on these vessel enable them to stay on location a safe distance from obstructions. Hence, hazards associated with collisions are greatly reduced.

CRUISE AND PASSENGER VESSELS Cruise and Passengers vessels are being built very large. However, the controlling depth of most channels remains the same. Consequently, these vessels are being designed with relatively shallow drafts for easy port access and large freeboards to accommodate more passengers. This raft/freeboard combination causes a challenge for maneuvering in restricted waters. Dynamic Positioning is used in these vessels to increase maneuverability.

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OPERATIONS USING DYNAMIC POSITIONING

OTHER VESSEL TYPES

Heavy-Lift Vessels - Vessels engaged in lifting heavy equipment, an oil platform for example, may wander off position when trying to lift or discharge cargo. DP systems enables these vessels to maintain position and heading when loading or discharging.

Military Operations - Some military vessels have DP systems installed to facilitate critical operations, for example, underway replenishment, mine countermeasures, etc.

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OPERATIONS USING DYNAMIC POSITIONING

DP OPERATIONS IN SHALLOW WATER Dynamic Positioning in shallow water is degraded due to the following factors:

Strong currents in the vicinity of operation will cause the thrusters to work harder. Thereby, more power is consumed and the possibility of failure is increased. In addition, more noise is generated in the water.

The reduced distance between HPRs’ transducers and transponders results in thrusters activities interfering with acoustic signals. Dynamic Positioning in shallow water is degraded due to these factors.

Tautwire system may become unreliable because of the shallow depth.

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OPERATIONS USING DYNAMIC POSITIONING

DP OPERATIONS IN VERY DEEP WATER

Dynamtides. In a it

ic Positioning in very deep water is complicated by the occasional presence of strong

dd ion, position references may become unreliable for the following reasons: m

designed for depth down to 2000m, becomes inaccurate due to the angular resolution in very deep water. And, the wire tends to bend in strong tides.

Taut wire system looses accuracy beyond depth of 300m. Even the taut wire syste

Hydroacoustic Position References (HPR) loose reliability in very deep water because acoustic energy spreads with increased distance.

The Long Baseline systems (LBL) gives better accuracy in very deep water. However, the refresh rate is relatively slow because sound travels in sea water at a rate of 1500 m/s.