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Data Acquisition System by Using Ethernet LAN on Board - Case of Training Ship OSHIMAMARU -*

Masakazu ITO * *, Naoki KUSHIDA * * Toshiyuki MATSUI* *, Yasumi KOTO * * A new data acquisition system by using the Ethernet LAN has been developed in cooperation with the authors and Sena Co. The data acquisition system has been installed in the T.S. OSHIMAMARU which belongs to Oshima National College of Maritime Technology. This paper describes the outline of the system mentioned above and the sea trial results. The test records show the load change clearly due to the operation of the ship. Finally, the data acquisition system proposed newly is proved to be a very useful one by illustrating the results of our experiments. 1. Introduction Gathering the data through all sensors on board automatically is very important for the improvement of reliability and the management of economic operation. Up to the present, a data acquisition system by using a communication cable for measurement and control use, such as ML bus1,2), has been developed. However, there are very few ones which have been developed by using the standard LAN such as an Ethernet LAN. Our data acquisition system which has been devel-oped in cooperation with authors and Sena Co., is composed of workstations, personal computers, sen-sors, control1able devices and an Ethernet LAN cable. In this present paper, the authors build up a close communication among these computers in order to accomplish measurement and control, and then, to manage plenty of information on board totally. Here, the outline of the new data acquisition sys-tem by using the Ethernet LAN is presented. And, judging from the sea trials obtained by the load change in the operation of a ship, the data acquisition system proposed newly is proved to be very useful for the operation and the management of the propu1sion sys-tem.
* Translated from Journal of the MESJ Vo1. 30, No. 10 (Manuscript received May 1, 1995) Lectured Oct. 1 3, 1 994 Oshima National College of Maritime Technology ( 1091- 1, Komatsu, Oshima-cho, Oshima -gun,Yamaguchi, 742-21 JAPAN)

2. Construction of the Data Acquisition System Fig. 1 shows the new data acquisition proposed system schematically. As shown in this figure, the data acquisition system consists of two kinds of computers and four terminal servers, which are connected with the LAN cable. One is a workstation: host computer HP735, HP715,or board computer HP742rt. The other is a personal computer: PC9821 or Macintosh950. The workstations can mainly perform the measurement and the control and process data. The terminal servers have many kinds of sensors. In particular, in the data acquisition system the important points are as follows: 1) The serial data on input of the host computer HP735 from sensors Me always performed through every terminal servers. 2) The host computer HP735 can get these serial data by using socket communication in the workstation OS through the Ethernet LAN cable. 3) The analog data on input/output of the board computer HP742rt are always performed by the bus board system called VME (Vesa Module Europe) . 4) These analog data obtained by the HP742rt can be sent to the common memory mea of the hard disk in HP735 by using NFS (Network File System) in TCP/IP (Transmission Contro1 Protocol/Internet Protoco1) . 5) The host-computer HP735 can send the contro1 order to the common memory area of the hard disk and then the HP742rt can get the contro1 order from this common memory area by using of NFS also and send it to the controllable devices.

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Masakazu Ito, Naoki Kushida,Toshiyuki Matsui, Yasumi Koto terminal servers have the RS232C interfaces for the input serial data. In table 4, the analog signal data on input/output of the board computer HP742rt are illustrated. To be able to sample the data within 50 milli-seconds for each interval, the authors used the board computer HP742rt. 4. Results of Measuring Fig. 2 shows the results obtained by the data acquisition system, changing the handle notch of the telegraph from stop condition to navigation full speed after leaving the pier of our college for a voyage on 28th of June 1994. In our ship, a contro1lable pitch propeller (CPP) is installed. Therefore, the tests were made to shift the handle notch to Dead slow speed (the blade angle of the CPP at 1), Slow speed (the same 4), Half

The controllable devices are following three devices, that is, the rudder, the CPP and the bow thruster. 7) Besides, a personal computer, that is, PC9821 or Macintosh950, can get data from the host com-puter HP735 with FTP (File Transfer Protoco1) or NFS. 3. The Principal Particulars of T.S. OSHIMAMARU and Input/Output Data In table l, the particulars of T.S. OSHIMAMARU which had been built in December 1993 is illustrated.In table 2, the propulsion system of T.S.OSHIMAMARU is illustrated. In table 3, serial signal data obtained through terminal servers from sensors is illustrated. Every

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Data Acquisition System by Using Ethernet LAN on Board case of Training Ship OSHIMAMARU

speed (the same 7 ), Harbor full speed (the same 12.5),Navigation full speed (the same 17.5) in sequence. These diagrams in Fig. 2 show the results on the data of the propulsion system in 500 seconds until the ship run up, where the sample period is 1.0 second, that is, (a) Blade angle of the CPP, (b) Rudder angle, (c) Ship speed by the Doppler log, (d) Main engine speed, (e) Rack position, (f) Shaft horse power, (g) Turbo-charger speed of the main engine, (h) Torque rich coefficient (see the formula ( 1)). In the diagram of Fig. 2 (d), it is observed that the engine speed is kept on 280 rpm during the ship comes up the harbor ful1 speed, after that, the engine speed should gradually become into 350 rpm of the full navigation speed by the program control of ALC (the auto load controller), and finally that speed is kept on 350 rpm. Moreover, it can be observed that in the case of shifting the handle notch from Half speed to Full speed of the ship, the engine speed goes down temporari1y as shown in Fig. 2 (d), that because the rack position increases immediately. This means, as the handle notch is shifted before the ship speed attains the steady

state, the engine loads heavily and the engine speed suddenly goes down. Therefore, the governor acts to increase the rack position immediate1y in order to keep the speed. To see the relations between the shaft power and the engine speed, Fig. 3 shows the running points of the engine while the ship comes up to the navigation speed after leaving the pier. In this figure, the marine characteristic curve is drawn as the propeller law based on M.C.O. of the main engine, which is well known as the relation between the shaft power SHP and the shaft speed N, that is SHP N^3. Here, the shaft speed equals the engine speed because the clutch between the engine

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Masakazu Ito, Naoki Kushida,Toshiyuki Matsui, Yasumi Koto

and the propeller has the reduction ratio of one to one. As shown in this figure, when the handle notch is shifted from half speed to harbor full speed, the running points come near the characteristic curve with speed down at once, that is, come near torque rich side in the engine. To show the above phenomenon c1early, the authors propose the following formula.

where SHPm is the maximum continuous rating power and Nm is the maximum continuous speed. The authors call the above formula torque rich coefficient, to say T.R.C., and show the T.R.C. in Fig. 2 (h). In this diagram, it is showed clearly that the torque in a transient state, such as the state appearing immediately after the operation of the CPP, differs from the torque in a steady state operation. Moreover, Fig. 4 shows the relation between the turbo-charger speed and the shaft power, and Fig. 5 shows the relation between the rack position and the shaft power. As shown by these diagrams, the relation

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Data Acquisition System by Using Ethernet LAN on Board case of Training Ship OSHIMAMARU

between the turbo-charger speed and the shaft power has a linear relation, and besides, the relation between the rack position and the shaft power has also a linear one. Therefore, it will be noticed that both the turbo-charger speed data and the rack position data could be used as an indicator of the shaft power. In addition, when we carried out the sea trials, the true wind speed was about 3 m/s and the current speed of tide was 0.1 m/s. 5. Summary We presented the outline of the new acquisition system by using the Ethernet LAN installed in the T.S.OSHIMAMARU. besides, this system was proved to be a very useful one by illustrating the test results in the sea trial. Further, the test results may be summarized as fol1ows; (1) The dynamic phenomenon of the propulsion system by the load change due to the operation of the ship can be confirmed clearly by our data acquisition system. (2) In the transient states such as an acceleration of a ship, if taking the handle notch to increase, the running point of the engine comes near the side of

torque rich immediately. the degree of torque rich can appear clearly by the use of the torque rich coefficient. (3) As an indicator of the propulsion power, the turbocharger speed data and the rack position data can be used instead of the shaft power. In addition, we should note that this test was carried out as the test of confirmation of the data acquisition system. In the future, we are going to perform the test of confirmation of this system included the connecting devices in order to keep in better condition of the measurement and contro1. References 1) Jochi. T, Journal of Marine Engineering Society in Japan (In Japanese), Vol. 23,No. 2 (1988). 2) Ogata. K et al, Journal of Marine Engineering Society in Japan (In Japanese), Vol. 23, No. 2 (1988). 3) Kushida. N et al, NAVIGATION (In Japanese), No. 121 (1994). 4) Hurutani. K et al, Joumal of Marine Engineering Society in Japan (In Japanese), Vo1. 29, No. 5, p.373 ( 1994).

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