Академический Документы
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Культура Документы
358765/B
June 2012
Kongsberg Maritime AS
Document history
Document number: 358765
Rev. A
April 2012
Rev. B
June 2012
The reader
This operator manual is intended as a reference manual for the system operator. This manual is based on
the assumption that the system operator is an experienced DP operator with good understanding of basic
DP principles and general DP operation. If this is not the case, then the operator should first attend the
appropriate Kongsberg Maritime training courses.
Note
The information contained in this document remains the sole property of Kongsberg Maritime AS. No
part of this document may be copied or reproduced in any form or by any means, and the information
contained within it is not to be communicated to a third party, without the prior written consent of
Kongsberg Maritime AS.
Kongsberg Maritime AS endeavours to ensure that all information in this document is correct and fairly
stated, but does not accept liability for any errors or omissions.
Warning
The equipment to which this manual applies must only be used for the purpose for which it was
designed. Improper use or maintenance may cause damage to the equipment and/or injury to personnel.
The user must be familiar with the contents of the appropriate manuals before attempting to operate
or work on the equipment.
Kongsberg Maritime disclaims any responsibility for damage or injury caused by improper installation,
use or maintenance of the equipment.
Comments
To assist us in making improvements to the product and to this manual, we welcome comments and
constructive criticism.
e-mail: km.documentation@kongsberg.com
Kongsberg Maritime AS
www.kongsberg.com
Operator Manual
Table of contents
Glossary....................................................................................................................8
SYSTEM OVERVIEW .......................................................... 9
The cJoy system .......................................................................................................9
Basic forces and motions..........................................................................................9
System principles ...................................................................................................11
The Kalman Filter....................................................................................... 12
The Controller ........................................................................................... 13
Thruster allocation ...................................................................................... 14
Display layout.........................................................................................................21
Title bar ..................................................................................................... 22
Message line............................................................................................... 23
Heading area .............................................................................................. 23
Position area............................................................................................... 25
View area .................................................................................................. 27
Operational views...................................................................................................27
View selection ............................................................................................ 27
Main view .................................................................................................. 28
Position-reference System view ................................................................... 34
Thruster view ............................................................................................. 36
Sensor view................................................................................................ 38
Power Consumption view............................................................................ 39
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Sensors ...................................................................................................... 42
Thruster Setup ............................................................................................ 47
Alarm Limits .............................................................................................. 50
Pilot Setup.................................................................................................. 52
Heading Setpoint pop-up dialog................................................................... 54
Changing and entering input dialog parameter values and options .................. 55
Closing input dialogs .................................................................................. 56
Types of message....................................................................................................63
Presentation of messages........................................................................................64
Acknowledging messages ......................................................................................66
Message line............................................................................................... 66
Message view ............................................................................................. 67
Alarm indicator.......................................................................................................67
Operator advice messages ......................................................................................68
Critical system messages........................................................................................69
Controller PS response ................................................................................ 69
Software inconsistency................................................................................ 69
Panel test.................................................................................................................73
Panel dimming........................................................................................................74
Day and night palettes ............................................................................................77
System date and time..............................................................................................77
Display units...........................................................................................................77
Joystick calibration.................................................................................................77
SYSTEM PROCEDURES..................................................... 80
Shutting down the operator terminal ......................................................................80
Restarting the operator terminal .............................................................................81
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Autopilot mode.......................................................................................................92
Entering the Autopilot mode........................................................................ 92
Changing heading ....................................................................................... 93
Leaving the Autopilot mode ........................................................................ 94
Gyrocompasses.......................................................................................................99
Rejection of heading measurements ............................................................. 99
Displayed heading information .................................................................... 99
Enabling a gyrocompass.............................................................................. 99
Disabling a gyrocompass........................................................................... 100
Faulty gyrocompass .................................................................................. 100
Heading dropout ....................................................................................... 100
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Position-reference system.....................................................................................105
System datum ........................................................................................... 105
Reference origin ....................................................................................... 105
Tests on position measurements ................................................................. 105
Enabling the position-reference system ...................................................... 107
Disabling the position-reference system ..................................................... 108
Position dropout ....................................................................................... 108
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Glossary
Abbreviations
AP
BIST
BITE
CCW
Counter Clockwise
cJoy
cPos
CW
Clockwise
DP
Dynamic Positioning
DPC
GPS
I/O
Input/Output
IMO
KM
Kongsberg Maritime
K-Pos
OS
Operator Station
OT
Operator Terminal
PS
Process Station
RCU
ROT
Rate Of Turn
RPM
VRS
WT
Wing Terminal
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System overview
System overview
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The term forces in the following sections includes both forces and yawing moments,
unless otherwise stated. The vessel's responses to these forces are measured by a
gyrocompass, vertical reference sensor and position-reference system. Position-reference
system readings are corrected for pitch and roll using readings from the vertical reference
sensor. Wind speed and direction are measured by the wind sensor.
Note
If your system does not include a pitch and roll (vertical reference) sensor, the
position-reference data will not be corrected for noise induced by pitch and roll
movements.
The system calculates the forces that the thrusters must produce in order to control the
vessel's motion in three degrees of freedom - surge, sway and yaw - in the horizontal
plane.
Figure 1
The vessel also moves in three vertical degrees of freedom: pitch, roll and heave.
Figure 2
(CD3292)
10
Pitch
(+ = bow up)
Roll
(+ = starboard down)
Heave
(+ = down)
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System overview
The pitch and roll motions are not controlled by the cJoy DP system. However, in order
to allow the position-reference system to correct for these motions, the system must have
information about them. This information is received from the vertical reference sensor.
System principles
A simplified block diagram of the cJoy DP system is shown in Figure 3, and described in
the sections that follow.
Figure 3
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Thruster
Allocation
Forces and
Moment Demand
Wind
Wanted Heading
Positionand Speed
Controller
Heading,Positionand Speed Estimates
Mathematical
Vessel Model
Thruster
Feedback
Measurements from
Sensors and
PositionReference System
Model
Update
Sea Current
Estimate
Kalman Filter
(CD2879A)
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System overview
The Controller
The controller calculates the resulting force to be exerted by the thrusters/propellers in
order for the vessel to remain on station.
The controller consists of the following parts:
Excursion Feedback
The deviation between the operator-specified position/heading setpoints and the
actual position/heading data, and similar deviations with respect to the vessel's
velocity/heading rate, drive the excursion feedback. The deviations are multiplied
by gain factors to obtain a force demand (restoring demand and damping demand)
required to bring the vessel back to its setpoint values while also slowing down its
movements.
Wind Feed-Forward
In order to counteract the wind forces as quickly as possible, the feed-forward concept
is used. Based on wind speed and direction measurements, the wind-induced forces
acting upon the vessel can be calculated. The thrusters/propellers are ordered to
counteract the forces due to wind.
Current Feedback
The excursion feedback and wind feed-forward are not sufficient to bring the vessel
back to the desired setpoints due to unmeasured external forces (such as waves
and current). The system estimates these forces over time, and calculates the force
demand required to counteract them.
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Thruster allocation
The force demand in the surge and sway axes (the force setpoint), and in the yaw axis
(the turning moment setpoint), is distributed to the various thrusters and propellers by
the Thruster Allocation function.
These setpoints are distributed in such a way as to obtain the force and turning moment
required for position and heading control, while also ensuring optimum thruster/propeller
use with minimum power consumption and minimum wear and tear on the propulsion
equipment.
If it is not possible to maintain both the turning moment and the force setpoint due
to insufficient available thrust, priority is normally set to obtain the turning moment
setpoint (heading).
If a thruster/propeller is out of service or de-selected, the lost thrust is automatically
redistributed to the remaining thrusters/propellers.
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User interface
User interface
General
setup
Views
Sensor
enable
System
Enter
Thruster
enable
Day/
night
Joystick
Station
keeping
Auto
pilot
Fore
pivot
Cancel
Limits
Alarms
Auto
heading
Auto
surge
Auto
sway
Centre
pivot
Pilot
setup
Silence/
ack.
Present
heading
Dim
Test
Stand
by
Take
Give
Full
thrust
power
operation
Set
heading
cJoy
Aft
pivot
(CD3025)
The operator terminal panel is delivered in two standard versions black and grey.
The layout is divided into four main areas where controls and indicators are arranged
according to their function. For safety reasons, some of the buttons must be pressed
twice within four seconds to invoke action.
On the black standard version these buttons are indicated by a white line along the
lower edge.
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On the grey standard version the button text or symbol is colour-coded to indicate the
button type as follows:
White text or symbol on a dark background.
Single-press action button for test, set-up, data input and operation monitoring.
Dark text on a white background.
Double-press action button for operation control.
Dark text on an orange background.
Single-press action button for the message system.
Test
power
operation
The Test button enables and terminates the panel test function
(see Panel test on page 73).
The Dim button enables and terminates the panel dimming
function (see Panel dimming on page 74).
The green power indicator is lit when the operator terminal is
connected to a junction box and its 24 VDC power supply is
switched on.
The green/red operation indicator shows the current
operational status of the operator terminal:
Steady green The electronics inside the operator terminal
are functioning correctly and communication with the
system has been established.
Flashing red An internal error has been detected or the
terminal has lost communication with the system.
Flashing green A test or setup function is active, i.e. panel
test, panel dimming or joystick calibration.
The reset button (located under the hole below the operation
indicator) allows you to reset the panel microprocessor.
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Set
heading
Cancel
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Sensor
enable
Thruster
enable
Limits
Pilot
setup
Colour display
This is a high-resolution colour display (see Display layout on page 21).
Day/
night
Alarms
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Silence/
ack.
Give
Joystick
Auto
heading
Auto
surge
Auto
pilot
Auto
sway
Present
heading
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The Auto surge and Auto sway buttons can only be used if a
position-reference system is installed.
Joystick buttons
This group comprises four buttons with green status indicators.
Full
thrust
Fore
pivot
Centre
pivot
Aft
pivot
Three-axis joystick
This group comprises the three-axis joystick, which is
automatically configured according to the orientation of the
operator terminal relative to the vessel.
This joystick is used to control the thrusters in all three axes
(surge, sway and yaw) when they are selected for joystick
control.
To move the vessel in the surge and sway axes (alongships
and athwartships directions), tilt the joystick. The direction in
which the joystick is tilted determines the direction of applied
thruster force, and the angle of tilt determines the amount of
applied thruster force.
To turn the vessel (the yaw axis), rotate the joystick. The
direction in which the joystick is rotated determines the direction
of the turning force setpoint, and the angle through which the
joystick is rotated determines the amount of applied turning
moment.
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Display layout
The view shown on the display of the operator terminal is divided into areas:
Title bar
Message line
Heading
area
View
area
Position
area
(CD3023)
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The content of these areas, other than the working area, is fixed except for when the
Equipment view or the Message view is being displayed (see Equipment view on page 57
and Presentation of messages on page 64).
The content of the working area depends upon the currently selected view, i.e.
operational view, system status view or input dialog.
Title bar
The Title bar identifies the operator terminal, shows system status and shows the current
date and time.
When the operator terminal has command, the background colour of the Controller
PS group: Command group field is green when thrusters are ready, and yellow when
thrusters are not ready.
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In the example shown above, the Controller PS group is Joystick: (the one to which
the operator terminal is connected) and the Command group is IJS (which the system
controls).
Message line
The message line shows the most recent Emergency, Alarm or Warning message that has
not yet been acknowledged (see Presentation of messages on page 64).
Heading area
The Heading area displays numerical and graphical information relevant for manual and
automatic heading control functions. This area is automatically arranged according to
the current system state.
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Position area
The Position area displays numerical and graphical information
relevant for manual and automatic position control functions.
This area is automatically arranged according to the current
system state, and the location/orientation of the operator
terminal on the vessel.
The coordinate system used depends upon the type of position-reference system installed.
If a global position-reference system such as a GPS is installed,
the vessel position is displayed in global geographic coordinates.
If a local position-reference system such as HPR/HiPAP,
Fanbeam, Artemis or Taut Wire is installed, the vessel position
is displayed in local north/east coordinates.
Joystick mode
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In the optional Mixed Joystick/Auto modes, the bar for the surge
or sway axis under automatic control is replaced by a position
deviation bargraph.
The joystick setpoint and response for the axis in joystick
control is indicated as described for the Joystick mode.
The direction of the joystick tilt in the axis under joystick
control is indicated by the position of the filled grey circle.
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Autopilot mode
View area
The View area is used to show operational views, input dialogs (see Input dialogs on
page 40), and system views and input dialogs.
Operational views
The operational views present information relevant for system operation.
View selection
Operational views are selected and cyclically displayed in the View area of the display
by pressing the Views button one or more times until the required view is displayed.
The sequence in which the views are displayed is as follows:
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Main view
Position-reference System view (option)
Thruster view
Sensor view
Power Consumption view (option)
Main view
The Main view shows information required during normal operation.
The units shown on the view, i.e. metres/second (m/s) or knots (kn) depend upon the
type of units selected in the System Setup input dialog (see System Setup input dialog on
page 58).
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The order heading indicator shows the value of the heading setpoint
(in degrees) when automatic heading control is selected, i.e. the yaw
axis is under automatic control.
This information is not shown in Joystick mode when automatic
heading control is not selected.
If automatic heading control is not selected in the optional Autopilot
mode the Order heading field shows - - - - - - - -.
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The direction and value of the athwartships speed at the bow of the
vessel.
The direction and value of the alongships and athwartships speed at
the centre of the vessel.
The direction and value of the athwartships speed at the aft of the
vessel.
If the rotation centre (RotCnt:) has been selected by the Fore
Pivot or Aft Pivot button, the name of the rotation centre (Fore or
Aft) and its location relative to the centre of the vessel along the
fore/aft (Ahead:/Astern:) and port/starboard (STBD:/PORT) axes are
displayed.
Note
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Status area
The Status area shows the state of the operational sensors and
position-reference systems when they deviate from normal.
The area will be blank when at least one sensor of each type and
a position-reference system (if the optional Station Keeping
mode is available) are functioning correctly and are in use, i.e.
the selected system mode can operate with the available sensor
and, if required, position-reference system measurements.
If a sensor or position-reference system is disabled or not
functioning correctly, the type of the sensor or position-reference
system followed by a status indicator that changes colour is
displayed.
The colours shown by the status indicators of the sensors are:
Grey Ready, but not enabled.
Orange Ready and enabled, but not in use.
Red No measurements available.
The Refs status indicator is only shown when the current system
mode (i.e. the Station Keeping and Mixed Joystick/Auto modes)
requires the position-reference and it is not enabled and/or
accepted by the system. The colours shown by the Refs status
indicator are:
Grey Ready, but not enabled.
Red No measurements available.
The SWBD status indicator is only shown when the power
consumption warning and alarm limits for a switchboard group
are exceeded. The colours shown by the SWBD status indicator
are:
Orange Warning limit exceeded.
Red Alarm limit exceeded.
Note
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Wind area
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Each operator terminal automatically identifies its location and orientation (from
information defined in the operator terminal junction boxes) in order to configure the
joystick axis relative to the fore/aft and port/starboard axes of the vessel.
The orientation of the Main view is configured according to the location and orientation
of the operator terminal. In the example shown in Figure 6 the operator terminal is
facing starboard.
Figure 6
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Position
Position Setpoint
Reference origin
sensor:
Reference name
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Status
Weight
Standard deviation
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Thruster view
The Thruster view shows the overall status of all the vessels thrusters and main
propulsion units (including rudders).
Running
Ready
Enabled
Load
Pitch
RPM
Force
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Angle
If the vessel has more than eight thrusters including the main propulsion units, the
Thruster view will be divided into two or more views.
This is indicated by the text More Thrusters being displayed at the bottom of the Thruster
view.
When the last Thruster view is displayed, this is indicated by the text Thruster Details
being displayed at the bottom of the view.
Thruster subviews
The Thruster subviews, which are selected and displayed using the
are for maintenance purposes only.
and
buttons,
Each subview displays, for its respective thruster or main propulsion unit, the same
status and setpoint information as shown on the Thruster view plus the thruster or main
propulsion unit feedback in percent (%).
Note
This feedback is only displayed if the vessel's propulsion system provides feedback
signals.
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Sensor view
The Sensor view shows the status and performance of each sensor.
If the optional Autopilot mode is available the Sensor view will have at least two
gyrocompasses and possibly one or more speed sensors.
(sensor name)
(Gyro) Heading
(Wind) Speed
(Wind) Direction
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(VRS) Pitch
(VRS) Roll
(GpsSPD) Speed
(GpsSPD) Direction
(DopLog) Surge SPD The vessel alongships and athwartships speed as measured by
the Doppler Log speed sensor.
(DopLog) Sway SPD
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Input dialogs
Input dialogs enable you to setup the system by changing parameter values and options.
Note
The operator terminal must be in command of the system before parameter values and
options can be changed.
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Dialog selection
Input dialogs are selected and displayed in the View area by means of dedicated input
dialog selection buttons (see relevant input dialog description).
The only exception is the Heading Setpoint pop-up dialog which is displayed in the
Position area of the display.
General Setup
The General Setup input dialog is used to change thruster allocation, joystick and
controller setup.
To display this input dialog, press the General setup button.
Thruster Alloc
Allows you to select the Thruster Allocation mode (e.g. Variable, Fix and/or
vessel specific) for azimuth thrusters (see Selecting the thruster allocation mode
on page 96).
This field is displayed as unavailable in the optional Autopilot mode.
Joystick Precision
Allows you to set the precision of the joystick (General, Low Speed or High Speed)
for different operational requirements (see Joystick precision on page 110).
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Rate Of Turn
Allows you to set the Rate Of Turn for change heading operations. Within the
configured range the value can be increased and decreased in 5 degree steps (see
Setting the Rate Of Turn on page 115).
This field is not shown in the optional Autopilot mode. The Rate Of Turn for
Autopilot mode is located on the Pilot Setup input dialog (see Pilot Setup on
page 52).
Draught Type
Allows you to select the vessel draught Transit, Operational and/or any other
vessel-specific draught (see Selecting the vessel draught on page 109).
This field is only shown if the system is configured with more than one vessel
draught.
Wind Comp.
Allows you to enable or disable (On or Off) joystick wind compensation, provided
that at least one wind sensor is enabled (see Environmental compensation on
page 111).
This field is not shown in Auto Position and the optional Autopilot mode.
This field is not shown in the optional Station Keeping and Autopilot modes.
Gain Level
Allows you to select the controller gain level (Low, Medium or High) for the
automatic heading and automatic position control functions (see Selecting the
controller gain level on page 114).
This field is not shown in the optional Autopilot mode.
Sensors
The Sensor Enable input dialog is used to enable and disable sensors. It also shows
their availability (ready for use) status.
To display this input dialog, press the Sensor enable button.
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If the optional Station Keeping mode is available the Sensor Enable input dialog will
also show a position-reference system as shown in Figure 7.
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Figure 7
If the optional Autopilot mode is available the Sensor Enable input dialog will include
two gyrocompasses and one or more speed sensors. It will also comprise two dialogs;
one for sensors (with or without the optional position-reference system) as shown in
Figure 8, and the second for speed sensors as shown in Figure 9.
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Sensor
The name and identification number of each position-reference system and sensor.
Ready
Allows you to enable (On) and disable (Off) the signals from a selected
position-reference system or sensor. The position-reference system or sensor must
be available for use (blue Ready indicator) before it can be enabled. The system
will automatically disable the position-reference system or a gyrocompass if it is
not available for use (red Ready indicator).
Used
Shows which gyrocompass is being used by the system to calculate the vessel's
heading (see Gyrocompasses on page 99).
Preference
Allows you to select which gyrocompass (1 or 2) is preferred for use by the system
(see Gyrocompasses on page 99).
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Speed sensors
The second dialog for speed sensors is used to enable and disable speed sensors, and enter
a manual speed value that will be used to provide the system with speed information.
To display this second dialog, press the Sensor enable button once more.
Figure 9
Use
Shows which speed sensors or manual speed value are being used by the system
(see Speed sensors on page 103).
Blue In use
Grey Not in use
Manual SPD
Allows you to enable (On) and disable (Off) the manual speed value entered
in the Value field.
This value is used in the optional Autopilot and Seismic Track modes.
Value
Allows you to enter a manual speed value. Within the configured range the value
can be increased and decreased in 0.1 metre/second or 0.1 knot steps (see Entering
and enabling a manual speed value on page 104).
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This field becomes unavailable and shows the current vessel speed if a speed
sensor is enabled.
Thruster Setup
The Thruster Enable input dialogs are used to enable and disable the vessel's thrusters,
main propulsion units and/or rudders for use by the system, and select the combinator
control for thrusters and main propulsion units that can be controlled by both pitch
and RPM.
Dialog selection
Thruster Enable input dialogs are selected and cyclically displayed in the View area of
the display by pressing the Thruster enable button one or more times until the required
input dialog is displayed.
The sequence in which the Thruster Enable input dialogs are displayed is as follows:
Thruster Enable
Combinator Control
Run in
Pressing the Thruster enable button when the Combinator Control input dialog is being
displayed closes the dialog.
Thruster Enable
The Thruster Enable input dialog is used to enable and disable the vessel's thrusters, main
propulsion units and/or rudders for use by the system. This input dialog, which reflects
the vessel's thruster and propulsion configuration, also shows running and ready status.
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Running
Shows if a thruster, main propulsion unit or rudder is available for control by the
system.
Blue Available
Grey Not available
Enable
Allows you to enable (Yes) or disable (No) a thruster, main propulsion unit or
rudder for control. A thruster, main propulsion unit or rudder must be running
and available (blue Ready indicator) before it can be enabled. The system will
automatically disable thrusters, main propulsion units and rudders that are not
available for control (grey Ready indicator).
For further details, see Enabling thrusters on page 96.
Combinator Control
The Combinator Control input dialog is used to select the combinator control for
thrusters and main propulsion units that can be controlled by both pitch and RPM.
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MIN RPM
Allows you to set the minimum RPM (in percent) for each of the listed thrusters.
Within the configured range the value can be increased and decreased in 5 percent
steps (see Setting the minimum RPM on page 97).
This field is displayed as unavailable when Full Combinator Mode is selected. This
is because minimum RPM is not applicable in this mode.
Combinator Mode
Allows you to select the combinator mode (Sequential, Stepwise or Full) for each of
the listed thrusters (see Selecting the combinator mode on page 98).
Thruster Run-in dialog box
The Thruster Run-in dialog box allows you to limit the maximum thruster setpoint of
each individual thruster configured with this functionality.
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Run in
Select Yes to turn on the Thruster Run-in function for the corresponding thruster.
MAX setpoint (%)
The maximum setpoint for the corresponding thruster in percent. The specified
value must be more than any required minimum setpoint for the thruster (such as
for minimum thrust or idle rpm) and must always be at least 20%. This value is
valid for both the positive and negative directions.
For thrusters with combined pitch/rpm control, the specified maximum setpoint
refers to either the pitch or the rpm setpoint, depending on the configuration.
Alarm Limits
The Limits input dialog is used to activate or de-activate warning and alarm limits for
heading deviation and position deviation. It is also used to set warning and alarm limit
values.
To display this input dialog, press the Limits button.
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If the optional Station Keeping mode is available, the Limits input dialog is also used to
activate, de-activate and set warning and alarm limits for position deviation as shown
in Figure 10.
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Figure 10 Limits input dialog with position warning and alarm limits
Active
Within the configured range the value can be increased and decreased in 0.5
degree steps.
Position Limits (Warning and Alarm)
Within the configured range the value can be increased and decreased in 1 metre or
1 foot steps.
For further details, see Setting heading and position limits on page 116.
Pilot Setup
The Pilot Setup input dialog is used to setup and configure the operation of the optional
Autopilot mode.
To display this input dialog, press the Pilot setup button.
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Figure 11
Gain Level
Allows you to select the gain level (Low, Med or Hi) that is to be applied to the
yaw axis for the autopilot control function (see Selecting the autopilot gain level
on page 118).
Counter Rudder
Allows you to set the gain for the autopilot counter rudder function. Within the
configured range the value can be increased and decreased in 5 percent steps (see
Setting the counter rudder gain on page 118).
Auto Trim
Allows you to set the gain for the autopilot auto trim function. Within the
configured range the value can be increased and decreased in 5 percent steps (see
Setting the auto trim gain on page 119).
Weather Compensation
Allows you to enable or disable (On or Off) the autopilot wind compensation
function (see Enabling weather compensation on page 120).
Rate Of Turn
Allows you to set the Rate Of Turn for autopilot change heading operations. Within
the configured range the value can be increased and decreased in 1 degree/minute
steps (see Setting the autopilot Rate Of Turn on page 120).
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Kongsberg cJoy OT
Allows you to set the maximum rudder angle when automatic heading control is
active. Within the configured range the value can be increased and decreased
in 1 degree steps (see Setting the maximum rudder angle for automatic heading
control on page 120).
Rud. Lim. in Manual Yaw Control
Allows you to set the maximum rudder angle when joystick heading control is
active. Within the configured range the value can be increased and decreased
in 1 degree steps (see Setting the maximum rudder angle for joystick heading
control on page 121).
Steer Mode
Allows you to select the steering mode (e.g. Synchronous, Async Auto, Async
STBD, Async PORT and/or vessel specific) for the autopilot function (see Selecting
the steering mode on page 121).
This field is not shown if the vessel has one main propulsion unit with one rudder
or one azimuth thruster used for autopilot steering.
Steer Group
Allows you to select the steering group (e.g. Propeller, Emergency, AUX and/or
vessel specific) for the autopilot function (see Selecting the steering group on
page 122).
This field is not shown if the system is configured with only one steering group.
The value (in degrees) shown in the dialog is the heading setpoint from the heading
wheel, which changes immediately whenever the wheel is turned, or one of the + and buttons is pressed.
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User interface
Turning the heading wheel to the right increases the value and turning it to the left
decreases the value. Pressing the + (increase) button steps the value up and pressing the (decrease) button steps the value down.
The dialog is closed by pressing the Set heading button. If the heading wheel is not
turned, or one of the + and - buttons is not pressed within a preset time limit, the dialog
is closed automatically.
To move the focus to the next field, i.e. navigate forward, press the
button.
To move the focus to the previous field, i.e. navigate backwards, press the
button.
Press the
button to cycle backwards through predefined options or decrease
numeric values.
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Kongsberg cJoy OT
A parameter value or option that has been changed but not saved is indicated by an
asterisk (*) at the end the field name.
Note
Numeric values do not cycle. When the upper or lower end of the range is reached, the
other arrow button must be used to increase or decrease the value.
Saving changed values and options
To save any changed parameter values and options, press the Enter button.
The changed parameter values and options are saved and the asterisk (*) at the end of
each changed field name is removed. However, this action does not close the input dialog.
Discarding changed values and options
To discard any changed parameter values and options, and close an input dialog, press
the Cancel button.
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User interface
Equipment view
The Equipment view shows the operational status for all configured stations and fills
the display screen.
Station
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Kongsberg cJoy OT
not possible.
Stopped Not switched on.
Error
The time stamp of the last communication with the station (hour:minute:second).
Master
Only used if dual redundancy has been configured for a DpPs and indicates if it is
the master or slave of the redundancy pair.
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User interface
Units
Allows you to select the type of units (Modified Metric, Metric Units or Imperial
Units) that are to be used in views and input dialogs (see Display units on page 77).
Note
Modified Metric is basically the same as Metric Units except that all speed values are
in nautical miles per hour (kn), not metres per second (m/s).
Hour Min Sec
Allows you to change the system time (see System date and time on page 77).
Day Month Year
Allows you to change the system date (see System date and time on page 77).
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Operator Terminal
Shut Down this Operator Terminal
Allows you to shut down the joystick application software and operating system
running on the operator terminal so that power can be disconnected from the
operator terminal (see Shutting down the operator terminal on page 80).
Restart this Operator Terminal
Allows you to restart the operating system and application software running in the
operator terminal (see Upgrading the operator terminal software on page 82).
Upgrade from Remote Control Unit
Allows you to copy the application software stored in the flash PROM of the
controller PS over to the hard disk of the operator terminal (see Upgrading the
operator terminal software on page 82).
The Status indicator shows the operational status of the Upgrade from Remote
Control Unit function.
Blue Everything satisfactory
Yellow Function in progress
Red Failure or error detected
Grey No contact with the controller PS
Remote Control Unit
Clear Flash
Allows you to delete all data from the flash PROM in the controller PS. After
this function has been used, the controller PS will have to load its software from
a operator station the next time it is started (see Upgrading the controller PS
software on page 82).
The Status indicator shows the operational status of the Clear Flash function.
Blue Everything satisfactory
Yellow Function in progress
Red Failure or error detected
Grey No contact with the controller PS
Upgrade Flash from this Terminal
Allows you to copy the application software stored on the hard disk of the operator
terminal over to the flash PROM of the controller PS (see Upgrading the controller
PS software on page 82).
The Status indicator shows the operational status of the Upgrade Flash from this
Terminal function. For possible states, see Clear Flash - Status indicator above.
Restart Remote Control Unit
Allows you to shut down and restart the controller PS (see Upgrading the
controller PS software on page 82).
The Status indicator shows the operational status of the Restart Remote Control
Unit function. For possible states, see Clear Flash - Status indicator above.
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User interface
Shows if the hex-switch on the controller PS that decides the start-up mode is in
the correct position, i.e. zero.
Blue Switch set to zero
Red Switch not set to zero
File Version Match Status
Shows if the file version of the software stored on the hard disk of the operator
terminal is the same as that stored in the flash PROM of the controller PS.
Blue File versions the same
Red File versions different (mismatch)
The displayed information can be useful for you to have available when contacting
Kongsberg Maritime for help in case of problems with the system.
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Message system
System diagnostics
The following methods are used for fault detection:
Built-In System Test (BIST) that performs a comprehensive system test at power-on.
Built-In Test Equipment (BITE) that continually checks for internal system faults
when the system is running.
Additional self-checking facilities for system components such as I/O units, etc.
Supervision of the controller computer fan and temperature.
Comparison of data with preset maximum and minimum limits.
Consistency checking of input measurements.
Supervision of serial lines.
Any faults are reported.
Operational checks
The following checks are continuously carried out during system operation:
Detection of possible degraded performance of the system.
Logical checking of information.
Comparison of data with preset maximum and minimum limits.
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Message system
Types of message
There are four categories of messages, depending on their severity:
Emergency messages
Emergency messages are generated in response to critical system faults such as
over-temperature or power supply failure.
All Emergency messages must be critically examined to determine their cause and
effect.
Alarm messages
Alarm messages are generated when conditions are detected that critically affect the
capability or performance of the system (such as a system fault or a defined alarm
limit exceeded).
All Alarm messages must be critically examined to determine their cause and effect.
Warning messages
Warning messages inform you of the occurrence of conditions in the system that,
if ignored, could result in unwanted system response or eventual failure (such as
incorrect operator actions, intermittent position-reference data or a defined warning
limit exceeded).
Information messages
Information messages inform you of conditions that are noteworthy, but that have no
serious effect on the performance of the system.
Emergency and Alarm messages are accompanied by an audible signal which continues
until you acknowledge the message. There are no audible signals associated with
Warning or Information messages.
Emergency, Alarm and Warning messages are accompanied by the red alarm indicator
above the Silence/ack. button flashing. This indicator continues to flash until all active
Emergency, Alarm and Warning messages have been acknowledged.
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Presentation of messages
System messages are colour coded in the following way:
Emergency messages are displayed on red background.
Alarm messages are displayed on red background.
Warning messages are displayed on yellow background.
Information messages are displayed on grey background.
The messages are presented in two different displays:
The Message line, which shows the most recent Emergency, Alarm or Warning
message that has not yet been acknowledged.
Figure 12 Message line
The Message view, which contains a list of all the currently active system messages.
To display the Message view, press the Alarms button.
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Message system
(First column)
Identifies the acknowledge status of the message:
An asterisk (*) with its background colour flashing is displayed for an
unacknowledged message that is in a command group over which the operator
terminal has control.
A vertical bar (|) is displayed for an unacknowledged message that is in a
command group over which the operator terminal does not have control.
An empty (blank) space is displayed in any other situation.
Orig.
Members of the originator of the message (not relevant when the originator is
an operator terminal).
If the message is from a controller PS, this column will contain one of the
following characters.
A Message was reported by the controller PS.
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- Message was reported by the controller PS and is now inactive (but not
acknowledged).
Time
Message text.
Info
Acknowledging messages
You can either acknowledge the message currently being displayed in the Message line
or all messages that are currently visible in the Message view.
Message line
To acknowledge the message currently shown in the Message line, proceed as follows:
1
If the audible signal horn is not sounding, press the Silence/ack. button once to
acknowledge the message.
If the message has been reported as inactive, it is removed from the Message
line and replaced by the next most recent active Emergency, Alarm or Warning
message.
If the audible signal horn is sounding, press the Silence/ack. button twice with a
delay of at least 2 seconds between each press.
The first press silences the audible signal.
The second press acknowledges the message shown in the Message line.
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Message system
If the message has been reported as inactive, it is removed from the Message
line and replaced by the next most recent active Emergency, Alarm or Warning
message.
Message view
To acknowledge the unacknowledged messages currently visible in the Message view,
proceed as follows:
1
If the audible signal horn is not sounding, press the Silence/ack. button once to
acknowledge the visible messages.
All inactive acknowledged Emergency, Alarm and Warning messages together
with any Information messages are removed from the view.
If there are further unacknowledged messages, the view is refreshed and refilled
with active messages.
If all active messages have been acknowledged, the flashing red alarm indicator
above the Silence/ack. button extinguishes (becomes unlit).
If the audible signal horn is sounding, press the Silence/ack. button twice with a
delay of at least 2 seconds between each press.
The first press silences the audible signal.
The second press acknowledges all visible unacknowledged messages.
All inactive acknowledged Emergency, Alarm and Warning messages together
with any information messages are removed from the view.
If there are further unacknowledged messages, the view is refreshed and refilled
with active messages.
If all active messages have been acknowledged, the flashing red alarm indicator
above the Silence/ack. button extinguishes (becomes unlit).
If the red alarm indicator above the Silence/ack. button is still flashing, repeat step
2 as many times as required, until it changes to steadily lit.
Alarm indicator
This red alarm indicator above the Silence/ack. button flashes in response to a
software-generated alarm or warning from the operator terminal microprocessor initiated
by an operational alarm or warning condition; for example, heading or position deviation
beyond limits or sensor error. These alarms are generated by a controller PS or another
alarm originator (such as the equipment monitoring system) and do not indicate failures
in the operator terminal.
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A flashing alarm indicator shows that unacknowledged warnings and/or alarms are
active. A steadily lit alarm indicator shows that all warnings and/or alarms have been
acknowledged but are still active. The alarm indicator will extinguish three seconds after
the last warning or alarm status has been removed.
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Message system
Controller PS response
If there is no response from the controller PS, e.g. communication with the controller
PS is lost or it has a major hardware failure, the critical system message No network
response from Controller PS is displayed.
Figure 15 Critical system message - No network response from Controller PS
It is normal for this message to be displayed when the system is being started or restarted
after the controller PS has been switched off, e.g. for servicing.
Assuming that the controller PS is serviceable, this message will be replaced by the
message The Controller PS is now responding when the system has been restarted and the
operator terminal establishes communication with the controller PS.
Figure 16 Critical system message - The Controller PS is now responding
After a preset time limit (when the Countdown: value reaches zero) this message is
removed from the display.
If the No network response from Controller PS message is not replaced by the The
Controller PS is now responding message within 2 minutes, then try to solve the problem
using the fault finding flowchart in the Maintenance Manual for your vessel. If this fails
to find the cause of the problem, contact the Kongsberg Maritime Customer Support
department for help.
Software inconsistency
If a software inconsistency occurs, due to an unauthorised change of the parameters in
a software configuration file or, for some reason the software has become corrupted, a
critical system message is displayed.
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Kongsberg cJoy OT
If this message is displayed, it may be unsafe to continue using the system. Therefore, it
is recommended to place the system in Standby mode (or shut it down) and then contact
the Kongsberg Maritime Customer Support department for help.
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Starting operations
Starting operations
System start-up
The operator terminal and the joystick controller are usually left with power on and the
system in Standby mode.
If the entire system has been shut down, use the start-up procedure given in the
Maintenance Manual for your vessel to start-up the system.
Similarly, use the shut-down procedure given in the Maintenance Manual for your vessel
if the entire system has to be shut down.
Note
To turn off the operator terminal, its 24 VDC power supply must be switched off in the
joystick controller . For further details, refer to the Maintenance Manual for your vessel.
Command transfer
The system can be controlled from the operator terminal or any wing terminal connected
to the system.
After the system has been started-up and its application software has loaded, the operator
terminal and all connected wing terminals are automatically placed in Standby mode.
Although all available information about the system is provided at each terminal, only
one terminal can be in command of the system at any one time.
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Kongsberg cJoy OT
Operator terminals have Take and Give buttons whereas wing terminals only have Take
buttons. At the operator or wing terminal that has command, the Take button status
indicator is lit. If an operator terminal is in command, then IJS is displayed in the Title
bar on the display.
There are two methods for transferring command between operator and wing terminals:
Take Command
Give Command
The system command configuration determines whether or not the Take Command
method can be used. The Take and Give actions apply only for the controller PS
group to which the operator terminal or wing terminal is connected.
Note
Command of a system can only be transferred to a wing terminal using the Give
Command.
Taking command
To take command of the system at an operator terminal, press the Take button twice
within four seconds. The Take button status indicator starts to flash and then becomes
steadily lit when the operator terminal has taken command.
At the wing terminal or operator terminal that was previously in command of the system,
the information (INFO:) or operator advice message Not in Command any more is
displayed and the Take button status indicator becomes unlit.
Note
If the system is configured as a stand-alone joystick system and is in Standby mode when
command is transferred to the operator terminal, the system will automatically enter
Joystick mode provided that the joystick is in the centre (zero) position.
If the system is configured as an independent joystick system for a cPos or K-Pos system,
this automatic mode change will not take place.
Giving command
To give command of the system from an operator terminal to a wing terminal or another
operator terminal, proceed as follows:
1
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Starting operations
At the terminal where command is to be taken, press the Take button twice within
four seconds.
Command is transferred to the terminal, the information (INFO:) or operator
advice message Command obtained is displayed, the audible signal is silenced
and the Take button status indicator becomes steadily lit.
At the operator terminal from which command was given, the operator advice
message Not in Command any more is displayed, the audible signal is silenced,
and the Take button status indicator stops flashing and becomes unlit.
At all other terminals, the information (INFO:) message Command Ended is
displayed, the audible signal is silenced, and the Take button status indicator
stops flashing and becomes unlit.
If the Take button is pressed at the operator terminal giving command or the Give
Command times out, the operator advice message Giving Command Ended is displayed,
the audible signal is silenced, and the Take button status indicator stops flashing and
becomes unlit. At all other terminals the information (INFO:) or operator advice message
Receiving Command Ended is displayed, the audible signal is silenced, and the Take
button status indicator stops flashing and becomes unlit.
Panel test
The buttons, indicators and audible signal horn on the operator terminal can be tested by
means of the panel test function.
Note
System operation is blocked when the panel test is enabled. It is therefore recommended
to perform the test in Standby mode or before taking command at the operator terminal.
The panel test is automatically terminated if no buttons are pressed within a preset
time limit.
To perform the panel test, proceed as follows:
1 Press the Test button.
The panel test function is enabled.
All the button status indicators flash green/red.
The audible signal sounds.
The operation indicator flashes green/red.
2 Press the Silence/ack. button to stop the audible signal from sounding.
3 Press each button (except for Test), one at a time.
If applicable, the status indicator associated with the pressed button is
extinguished.
4 To terminate the panel test, press the Test button.
The panel test function is terminated.
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Panel dimming
The operator terminal stores two palettes for the display, one for day operation and the
other for night operation. Both of these palettes contain parameters which adjust the
brightness of the display, the brightness of the button status indicators and the intensity
of the button background lighting.
The parameter values for these palettes are changed by means of the Panel dimming
function.
Note
System operation is blocked when the panel dimming function is enabled. If a button not
used by the panel dimming function is pressed (i.e. all buttons except for , ,
,
and Enter) when the function is enabled, the function is automatically terminated.
The panel dimming is also automatically terminated if no buttons are pressed within
a preset time limit.
Toggling between day and night settings is performed by means of the Day/night button
(see Day and night palettes on page 77).
When an operator terminal is restarted, the settings for night operation are automatically
selected.
To perform panel dimming for the currently selected (day or night) palette, proceed as
follows:
Note
Use the
(decrease) and
(increase) buttons to adjust level values. Any adjustments
made with these two buttons takes effect immediately.
Use the
(up) and
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Starting operations
Press the
or Enter button.
The level indicator of the Display Brightness bargraph changes back to grey.
The Button Indicator bargraph is selected (green level indicator).
Press the
or Enter button.
The level indicator of the Button Indicator bargraph changes back to grey.
The Button Backlight bargraph is selected (green level indicator).
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Kongsberg cJoy OT
Press the
or Enter button.
Note
Although the level of the HORN SETTINGS - Volume can be adjusted, it does not
have any effect on the sound generated by the audible signal horn (function
disabled). This is to prevent the volume of the audible signal horn being reduced
to an inaudible level (classification society requirement).
8
Press the Enter or Dim button to terminate the panel dimming function.
The panel dimming function is terminated.
The Dim Settings input dialog is closed.
The operation indicator changes to steadily lit green.
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Starting operations
Change the values in the Day, Month, Year, Hour, Min and Sec fields as required.
Display units
You can select the type of units (metric or imperial) to be used for measured values
shown in the Heading area, Position area and operational views, and for parameter
values in the input dialogs.
To change the display units to be used, proceed as follows:
1
Joystick calibration
Calibration of the joystick ensures that a certain deflection of the joystick corresponds to
a specific thruster power depending upon the selected thrust, e.g. Full or Reduced.
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Kongsberg cJoy OT
If a button not used by the joystick calibration function is pressed (i.e. all buttons except
for Enter) when the function is enabled, the function is automatically terminated without
saving any calibration data.
The joystick calibration is also automatically terminated without saving any calibration
data, if the joystick is not moved or no buttons are pressed within a preset time limit.
To calibrate the joystick, proceed as follows:
1 Press, within 10 seconds, the Fore pivot, Present heading, Joystick and Aft pivot
buttons in the same sequence as listed.
The Joystick calibration function is enabled.
The operation indicator starts flashing green/red.
The Joystick Calibration view is displayed in the View area of the display.
78
Set the joystick to the centre position and then press the Enter button.
The following indicators are displayed on the Joystick Calibration view:
A red joystick reference line at the top of the vertical (X) axis.
A red joystick movement, reference cross in the centre of the vertical and
horizontal (X/Y) axes.
Black maximum movement lines at the ends of the vertical and horizontal
(X/Y) axes.
Move the joystick to the maximum in the forwards and backwards direction
(X), then in the left and right direction (Y) and then in the clockwise and
counter-clockwise rotate direction (Z).
358765/B
Starting operations
The current position of the joystick (with respect to the centre position) is
indicated by a black cross.
The current direction and amount by which the joystick has been rotated (with
respect to the centre position) is indicated by a black line within the semicircle.
4
The rotation of the joystick with the movement of the joystick rotation indicator
(upwards pointing arrow on the upper two-directional bar) in the Heading area
(see Joystick heading control on page 24).
The tilt of the joystick with the movement of the joystick tilt indicator (filled
purple circle with a white outline and purple dashed coordinate lines) in the
Position area (see Joystick mode on page 25).
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System procedures
Move the focus to the Shut Down this Operator Terminal field and change the option
to Yes.
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System procedures
Note
To turn off the operator terminal, its 24 VDC power supply must be switched off in
the joystick controller cabinet. For further details, refer to the Maintenance Manual
for your vessel.
To shut down and restart the operator terminal in a controlled manner, proceed as follows:
1
Move the focus to the Restart this Operator Terminal field and change the option to
Yes.
5
6
When the operating system and application software have been reloaded and the
operator terminal is running, display the Software Upgrade and Restart input dialog.
Check that the colour of the single Operator Terminal Status field and the six Remote
Control Unit Status fields are blue.
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Kongsberg cJoy OT
To upgrade the operator terminal application software from the flash PROM of the
controller PS, proceed as follows:
1 Display the Software Upgrade and Restart input dialog.
2 Ensure that the colour of the File version match field is red.
3 Move the focus to the Upgrade from Remote Control Unit field and change the
option to Yes.
4 Press the Enter button.
The operator advice message Please be patient... This will take some time. is
displayed.
Copying of the application software stored in the flash PROM of the controller
PS over to the hard disk of the operator terminal is started.
The Status field for the Upgrade from Remote Control Unit function changes to
yellow and all option fields become unavailable.
When the software upgrade has been completed, the Status field for the Upgrade
from Remote Control Unit function changes to blue and all option fields become
available with the Upgrade from Remote Control Unit field in focus (selected).
5 Restart the operator terminal (see Restarting the operator terminal on page 81
for procedure details).
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System procedures
If the controller PS has been replaced, it will automatically update the software in the
flash PROM (from the application software stored on the operator terminal hard disk)
the first time it is started, provided that its three hexadecimal Address switches and its
hexadecimal Mode switch have been set up correctly.
However, if for some reason, the application software stored in the flash PROM of
the controller PS does not match the software stored on the hard disk of the operator
terminal, the File version match field on the Software Upgrade and Restart input dialog
(see Software Upgrade and Restart input dialog on page 59) will be red.
In this situation the application software stored in the flash PROM of the controller PS
will need to be upgraded with the application software stored on the hard disk of the
operator terminal.
Caution
The following procedure should only be performed if the colour of the File
version match field on the Software Upgrade and Restart input dialog is red,
and then preferably by a Kongsberg Maritime software engineer.
To upgrade the application software stored in the flash PROM of the controller PS from
the operator terminal, proceed as follows:
1
Check that the colour of the File version match field is red.
Move the focus to the Clear Flash field and change the option to Yes.
Move the focus to the Upgrade Flash From this Terminal field and change the option
to Yes.
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When the software upgrade has been completed, the Status field for the Upgrade
Flash From this Terminal function changes to blue and all of the option fields
become available with the Upgrade Flash From this Terminal field in focus
(selected).
7
Move the focus to the Restart Remote Controller Unit field and change the option to
Yes.
10 When the controller PS has been rebooted and is running, check that:
a
All of the option fields, except for the Shut Down this Operator Terminal and
Restart this Operator Terminal fields, are available with the Restart Remote
Controller Unit field in focus (selected).
After a few seconds the critical system message No network response from
Controller PS is replaced by the critical system message The Controller PS is
now responding.
11 If the audible signal horn sounds, due to an alarm or warning message, press the
Silence/ack. button (one or more times).
The audible signal is silenced.
12 When the critical system message The Controller PS is now responding is removed,
re-display the Software Upgrade and Restart input dialog.
13 Check that the colour of all the Status fields is blue and all option fields are available
with the Restart Remote Controller Unit field in focus (selected).
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Operating modes
Operating modes
Standby mode
The Standby mode is a waiting and reset mode in which the system is in a state of
readiness, but in which no vessel control commands can be made. It is also the default
mode when the system is first switched on.
In this mode you can prepare the system for operation and you can put the system into
Joystick mode (see Joystick mode on page 86).
Note
Changing from Standby to Joystick mode will automatically enable the thrusters
provided that they are ready within a timeout of 10 seconds.
In this mode you may also:
Calibrate the joystick (see Joystick calibration on page 77).
Enable the required thrusters, propellers and rudders (see Enabling thrusters on
page 96).
Enable a gyrocompass (see Enabling a gyrocompass on page 99).
Enable the wind sensor (see Enabling the wind sensor on page 101).
Enable the vertical reference sensor (see Enabling the VRS on page 103).
Enable a position-reference system if the optional Station Keeping mode is available
(see Enabling the position-reference system on page 107).
Note
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If you are to use manual levers, switch from joystick control to manual thruster
control (usually a switch or a button located on the main thruster control panel).
Note
If Standby mode is not entered before transferring to manual lever control, various
warnings and alarms related to thrusters and propulsion units will be generated
unnecessarily.
When switching to manual thruster control, the thrusters, propulsion units and rudders
are no longer ready for joystick control (i.e. they lose their Ready status).
Joystick mode
In Joystick mode, the operator controls the movement of the vessel using the three-axis
joystick.
The joystick axes (surge and sway) are automatically configured according to the operator
terminal's orientation relative to the vessel, i.e. whether the terminal is facing ahead,
astern, port or starboard (see Figure 18 and Orientation of the main view on page 33).
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Operating modes
Ahead
Port
Astern
Starboard
Starboard
Astern
Terminal orientation:
Ahead
Starboard
Astern
Starboard
Ahead
Port
Astern
Astern
Port
Ahead
Terminal orientation:
Ahead
(CD3040A)
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If no gyrocompasses and position-reference systems are enabled, you must ignore any
displayed heading, position and speed information.
Check that none of the status indicators above the Auto heading, Auto surge and
Auto sway buttons are lit.
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Operating modes
When the Rate Of Turn is reduced to less than a predefined limit, automatic
heading control is enabled and the Auto heading and Present heading button
status indicators become steadily lit. The current vessel heading becomes the
heading setpoint, and the system automatically maintains this heading.
The deviation between the estimated heading and the heading setpoint is shown
in the Heading area of the display (see Automatic heading control on page 24).
Returning to joystick heading control
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Press the Auto surge and Auto sway buttons twice within four seconds.
The Auto surge and Auto sway button status indicators start to flash and then
become unlit when automatic position control is disabled.
Check that none of the status indicators above the Auto surge, Auto sway and
Auto heading buttons are lit.
Ensure that a position-reference system is enabled and accepted (see Enabling the
position-reference system on page 107).
Press either the Auto surge or Auto sway button twice within four seconds.
The Auto surge or Auto sway button status indicator starts to flash.
The vessel starts to slow down (loose speed) in the surge or sway axis in a
controlled manner at a rate that depends on the selected controller gain.
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When the vessel speed (in the surge or sway axis) is reduced to less than a
predefined limit, automatic position control in the selected axis is enabled and
the Auto surge or Auto sway button status indicator becomes steadily lit. The
current vessel position in the selected axis becomes the position setpoint in that
axis and the system automatically keeps the vessel at this position.
The deviation between the estimated position and the position setpoint is shown
on the Position area on the display (see Mixed Joystick/Auto modes on page 26).
Control the vessel movement in the unselected axis manually using the joystick.
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The vessel rotation (Rate Of Turn) starts to slow down in a controlled manner at
a rate that depends on the selected controller gain.
The vessel starts to slow down (loose speed) in the surge and sway axis in a
controlled manner at a rate that depends on the selected controller gain.
When the Rate Of Turn is reduced to less than a predefined limit, automatic
heading control is enabled and the Auto heading and Present heading button
status lamps become steadily lit. The current vessel heading becomes the heading
setpoint, and the system automatically keeps the vessel on this heading.
The deviation between the estimated heading and the heading setpoint is shown
in the Heading area of the display (see Automatic heading control on page 24).
When the vessel speed (in both the surge and sway axes) is reduced to less than
predefined limits, automatic position control is enabled and the Auto surge
and Auto sway button status indicators become steadily lit. The current vessel
position becomes the position setpoint, and the system automatically keeps the
vessel at this position.
The deviation between the estimated position and the position setpoint is shown
on the Position area on the display (see Station Keeping mode on page 27).
Autopilot mode
The optional Autopilot mode enables the vessel to accurately and automatically maintain
a selected heading. This mode uses the vessel's propeller(s) and rudder(s) or azimuth
thrusters.
The vessel speed is normally controlled from the joystick on the operator terminal.
If the vessel's rotation centre is other than the centre of the vessel (midships) when
entering the optional Autopilot mode, it is automatically changed to the centre of the
vessel and the status indicator above the Centre pivot button is steadily lit.
At least two gyrocompasses must be enabled. If this requirement is not met, the message
Heading monitor requires 2nd source is displayed.
At least one speed sensor must be enabled. If this requirement is not met, the message
Speed sensor dropout is displayed.
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Select the required autopilot gain level (see Selecting the autopilot gain level on
page 118).
Set the required counter rudder gain (see Setting the counter rudder gain on
page 118).
Set the required auto trim gain (see Setting the auto trim gain on page 119).
Set the required Rate Of Turn (see Setting the autopilot Rate Of Turn on page 120).
10 Set the required maximum rudder angle for automatic heading control (see Setting
the maximum rudder angle for automatic heading control on page 120).
11 Set the required maximum rudder angle for joystick heading control (see Setting the
maximum rudder angle for joystick heading control on page 121).
12 Select the required steering mode (see Selecting the steering mode on page 121).
13 If applicable, select the required steering group (see Selecting the steering group
on page 122).
14 Press the Auto pilot button twice within four seconds.
The Auto heading button status indicator starts to flash and then becomes
steadily lit together with Auto pilot button status indicator when Autopilot mode
is entered.
The vessel heading is controlled automatically (see Changing heading on
page 93).
The vessel speed is controlled from the joystick.
15 Move the joystick in the alongships direction until the required vessel speed is
obtained.
Changing heading
There are several ways to change heading in the optional Autopilot mode:
As described in Changing the heading setpoint on page 113.
Note
When changing the heading setpoint, the turn direction will depend on the new
heading setpoint. The shortest turn is always used.
By disabling automatic heading control and manually controlling the rudder/azimuth
angle (steering) directly by rotating the joystick. When the required heading is
reached, automatic heading control must again be enabled.
Note
When automatic heading control is disabled, the Auto heading button status
indicator becomes unlit.
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Operating procedures
Thrusters
The term thruster is used throughout this section to mean any element of the vessel's
propulsion system; including main propulsion units, rudders, tunnel thrusters and
azimuth thrusters. (The specific terms for the elements of the propulsion system are used
whenever this enhances the readability of the manual).
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Enabling thrusters
When a thruster can be enabled for joystick control, it is shown as Running and Ready
on the Thruster view (see Thruster view on page 36) and on the Thruster Enable input
dialog (see Thruster Setup on page 47).
There are generally two criteria for a thruster Ready status:
The individual thruster must be running without faults.
The individual thruster must be available for joystick control.
Before a thruster can be enabled, it must be Ready. If a thruster is enabled and it
subsequently loses its Ready status, it is automatically disabled.
The system uses only those thrusters that are enabled for use by the system. The thrusters
can be enabled and disabled using the Thruster Enable input dialog.
Note
Changing from Standby to Joystick mode will automatically enable the thrusters
provided that they are ready within a timeout period of 10 seconds.
To enable a thruster, proceed as follows:
1 Display the Thruster Enable input dialog.
2 Check that the colour of the Running and Ready fields for the thruster is blue.
3 Move the focus to the Enable field for the thruster and change the option to Yes.
4 If required, repeat steps 2 and 3 for the other thrusters.
5 Press the Enter button.
The thrusters are enabled.
6 Close the Thruster Enable input dialog.
Disabling thrusters
To disable a thruster, proceed as follows:
1 Display the Thruster Enable input dialog.
2 Move the focus to the Enable field for the required thruster and change the option
to No.
3 If required, repeat step 2 for other thrusters.
4 Press the Enter button.
The selected thrusters are disabled.
5 Close the Thruster Enable input dialog.
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For the azimuth thrusters, you can choose between various thruster allocation modes.
The currently-selected thruster allocation mode is shown in the Thruster Alloc field of
the General Setup input dialog.
Depending on the operational mode, illegal thruster allocation modes are unavailable in
the General Setup input dialog.
Typical examples of azimuth thruster allocation modes are:
Variable
The system automatically changes the angle of the azimuth thrusters so that the
thrust is always angled in the optimum direction. In order to reduce wear and tear
on the azimuth thrusters due to continuous changes in the azimuth thruster angles, a
dead-band function is incorporated.
Use this thruster allocation mode when the environmental forces acting on the vessel
are large and are not constantly changing direction.
A set of forbidden zones for each thruster can be predefined to prevent a particular
thruster from interfering with other thrusters, the hull or other equipment. What
happens to the thrust, when a thruster passes a forbidden zone, can be predefined for
each zone (for example, the thrust can be reduced).
Fix
The system automatically selects a fixed angle for each azimuth thruster. When the
environmental force is small and constantly changing direction, this mode can be used
in order to avoid continuous changes in the azimuth thruster angle.
If you disable and then re-enable a thruster that is running in this mode with a negative
pitch or rpm, the system will automatically turn the thruster 180 degrees.
Steering
Azimuth thrusters not used for steering will have predefined fixed angles for use in
the optional Autopilot mode. This thruster allocation mode is automatically selected
when the system is in Autopilot mode.
Additional information
The configuration and operational requirements of the vessel determines the thruster
allocation modes that are implemented in the system, as well as the criteria for automatic
mode changes. Details of the available thruster allocation modes are provided with the
configuration information for each vessel.
For some of the thruster allocation modes such as Fix a sufficient number of thrusters
must be enabled to select the mode. The system will automatically change back to the
default thruster allocation mode (normally Variable mode), if you de-select thrusters or
thrusters lose their Ready status.
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This minimum RPM is a limit which defines the lowest RPM that the thruster propeller
will be allowed to rotate in either of these two modes. For example, if the minimum RPM
is set to 60% then the range for the thruster propeller RPM will be set to 60 to 100%, i.e.
the thruster propeller will not be allowed to rotate at less than 60% of its maximum RPM.
To set the minimum RPM, proceed as follows:
1
Move the focus to the MIN RPM field for the thruster and change the value to the
required percentage.
Move the focus to the Combinator Mode field for the thruster and select the required
option.
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Gyrocompasses
At least one gyrocompass should be enabled at all times to provide heading information
to the system for automatic control of heading.
In the optional Autopilot mode, when two gyrocompasses are running and enabled, the
system will normally use the preferred gyrocompass.
The system receives and compares the signals from both gyrocompasses, but uses only
one of them to calculate the vessel's heading. You can specify which gyrocompass is
preferred for use by the system.
If a Gyro prediction error is for the gyrocompass that is in use, the system will change
automatically to the other gyrocompass.
Note
In the event of a Gyro prediction error, you should always check the values from the
gyrocompass on the Sensors view and compare with an alternative source of heading
information to confirm if the gyrocompass is faulty.
Enabling a gyrocompass
To enable a gyrocompass, proceed as follows:
1
Check that the colour of the Ready field for the gyrocompass is blue.
Move the focus to the Enable field for the gyrocompass and change the option to On.
If the optional Autopilot mode is available, repeat steps 2 and 3 for the other
gyrocompass.
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Disabling a gyrocompass
To disable a gyrocompass, proceed as follows:
1 Display the Sensor Enable input dialog.
2 Move the focus to the Enable field for the gyrocompass and change the option to Off.
3 If the optional Autopilot mode is available and if required, repeat step 2 for the
other gyrocompass.
4 Press the Enter button.
The gyrocompass(es) is(are) disabled.
5 Close the Sensor Enable input dialog.
Faulty gyrocompass
If the measurements from a gyrocompass are not accepted by the system, a message is
displayed with information about the failure; for example:
Gyro 1 not ready
After a faulty gyrocompass has been repaired and is ready for use, you should enable
it again.
Heading dropout
If the vessel heading that is estimated by the Vessel Model differs significantly from the
measured vessel heading, the following message is displayed:
Heading prediction error
If this continues for more than two seconds, the system will assume that the information
from the gyrocompass(es) is unreliable and will stop updating the Vessel Model with the
measured heading. In this situation the following alarm message is displayed:
Heading dropout
The same alarm will occur if no gyrocompass(es) is(are) enabled, or if there is a total
gyrocompass malfunction.
It is not possible to operate with automatic heading or position control in a Heading
dropout situation.
Go to Standby mode to reset the estimated heading from the Vessel Model to the
measured gyrocompass heading.
Check that the gyrocompass(es) is(are) are ready, whether the readings are drifting or if
other error messages indicate interface errors.
Wind sensor
The wind sensor should be enabled at all times to provide the system with wind speed
and direction information.
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Normally, input from the wind sensor will be enabled. The system then receives and
compares the signal from the sensor and uses it to calculate the wind force acting on
the vessel.
The raw measurements of wind speed and direction are filtered internally (using a
Kalman filter with both low and high frequency parts), to estimate the most reasonable
speed and direction values to be used by the system.
When the wind sensor has been repaired and is ready for use, you should enable it again.
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In order to adapt quickly to dynamic change in wind, the input data to the test is the
difference between new measurements, and low pass filtered speed data with a small
time constant (5 seconds).
The filter is reset on three different conditions:
Continuously reset in Standby mode.
When the sensor Enable changes from Off to On.
If there is a long time (5 minutes) since a Ready signal was received from the wind
sensor.
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Check that the colour of the Ready field for the VRS is blue.
Move the focus to the Enable field for the VRS and change the option to On.
Move the focus to the Enable field for the VRS and change the option to Off.
Faulty VRS
If measurements from the VRS are not accepted by the system, or if at least one of
the channels for the VRS is faulty, a message is displayed with information about the
failure, for example:
VRS 1 not ready
When the VRS has been repaired and is ready for use, you should enable it again.
Speed sensors
Speed measurements can be used as an addition to position measurements to improve
the vessel speed control.
The speed information may be received from two sources, Doppler Log and GPS speed
sensors. You can select available speed sensors or enter a manual alongships vessel
speed value.
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In high speed operations (e.g. in the optional Autopilot mode) all enabled speed sensors
will normally be in use (unless a sensor has failed) when speed measurements are used
by the system. It is recommended to also enable manual speed input since the manual
value will be updated based on the in use sensors. Should all sensors be lost, you will
have an initial manual value that reflects the real situation.
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If a high speed operation is selected the Manual SPD - Use field changes to blue.
6
Move the focus to the Manual SPD - Enable field and change the option to Off.
Position-reference system
Position information from the GPS position-reference system provides position
information as Latitude and Longitude in a geodesic coordinate system.
System datum
The controller PS always uses an internal geographic coordinate system, that uses
WGS84 as a system datum.
All position information from global reference systems which use a different datum are
converted internally to WGS84.
Reference origin
The position-reference system provides position measurements relative to a known
reference point. When the position-reference system is selected and accepted for use with
the system, it becomes the reference origin (the origin in the internal coordinate system).
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A prediction test detects sudden jumps or large systematic deviations in the measured
position. The limit for the prediction test is a function of the estimated position in
the Vessel Model and the actual measurement accuracy.
If the results of the variance and prediction tests suggest that the position measurements
from the reference system are not accurate, then the measurements are not used.
The characteristics of the position-reference system (when active) are shown on the
Position-reference System view (see Position-reference System view on page 34).
Freeze test
If the position-reference system has an internal error causing the same measurements
to be continuously sent to the Vessel Model, the system could, if no precautions were
taken, mistake the data for good and stable measurements.
The freeze test rejects repeated measurements and the system treats repeated
reports of the same position from the position-reference system with caution. The
position-reference system is monitored and its input rejected if the variation in its
position measurements is less than a predefined limit over a given time period. In such a
situation, the following alarm message is displayed:
Reference position frozen
By configuration, the freeze test is usually disabled for GPS position-reference systems
due to the resolution in the data from this particular type of position-reference system.
Variance, weight and the Variance test
The system calculates a variance for the position-reference system when it is in use. It
then assigns a weighting factor to the position-reference system, based on its calculated
variance. The higher the system's variance, the lower its weighting factor. However,
with only one position-reference system, the assigned weighting factor will be either
one (maximum) when the position-reference system has an online status or zero
when it has any other status.
The following warning message is displayed if the variance of the position-reference
system exceeds a system-set limit:
Reference high noise
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You should disable the position-reference system if the event of high variance is
recurring. No corrective actions are necessary if the problem is intermittent only.
Prediction test
The prediction test detects sudden jumps in the measured position, and immediately
rejects those that lie outside the limits as illustrated in Figure 19. The test will also reject
data that drift away from the Vessel Model's predictions. The limit for the Prediction test
is a function of the actual measurement accuracy (calculated variance).
Figure 19 Prediction test
POSITION N/E
Rejected measurement
Rejection limit
Model prediction
Measurement
Rejection limit
TIME
(CD3293)
If the Prediction test limits are exceeded, the following warning message is displayed:
Reference prediction error
When this message is displayed, you should verify that the position-reference system is
rejected so that you can then disable the position-reference system.
Irrespective of the accuracy of the position-reference system, the prediction error
limit is usually not set to less than 4 m. This is done to avoid rejecting accurate
position-reference system data.
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Move the focus to the Enable field for the position-reference system and change
the option to On.
Check on the Position-reference System view that the Status field shows Online for
the position-reference system.
This also indicates that acceptable position measurements are being received and
that the calibration process was successful.
Check that the following information message is displayed in the Message Line (or,
if no longer displayed, on the Message view):
Reference origin <system>
The origin of the position-reference system is now being used as the reference
origin.
Move the focus to the Enable field for the position-reference system and change
the option to Off.
Check on the Position-reference System view that the Status field for the
position-reference system shows Offline.
Position dropout
If the vessel position is under automatic control and all position-reference input is lost
or rejected, the following warning message is displayed:
All reference systems rejected
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Position dropout
This means that the system is currently using only the estimated position from the Vessel
Model, and that this position has not been updated with measured positions for at least
20 seconds (dead reckoning mode).
When this message is generated, the position setpoint is set automatically to the current
estimated vessel position while the system tries to re-calibrate the position-reference
system.
You can remain in Position dropout, but the following points must be noted:
The displayed vessel position is the estimated position from the Vessel Model. After a
few minutes, the vessel may begin to pick up speed in one direction.
A calibration of the lost position-reference systems may occur at any time. This
will have no immediate effect, but if the calibrated system is unreliable or drifting,
the vessel may begin to move.
The recommended action in Position dropout (if operational circumstances allow) is:
1
Return the system to joystick control in all axes and use the joystick to manoeuvre
the vessel.
Move the focus to the Draught Type field and change the option to one of the
configured draught types.
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Joystick settings
Setting the joystick thrust
There are two settings for joystick thrust:
Full
The maximum force available from all thrusters can be used. This increases the
vessel's response to movement of the joystick compared to the Reduced setting.
Reduced
The maximum applied thruster force for axes that are under joystick control is limited
to about 50% of the available force from all thrusters.
The difference between these two settings is shown in Figure 20.
To change the joystick thrust, press the Full thrust button twice within four seconds.
The Full thrust button status indicator is steadily lit when full thrust is selected and unlit
when reduced thrust is selected.
Joystick precision
The applied thruster force for axes that are under joystick control can be scaled in various
ways. This scaling gives a different response to movement of the joystick, depending on
the configuration and operational requirements of the vessel.
Thrust as a function of joystick deflection in the cases of Full and Reduced thrust, with
General, Low Speed or High Speed precision is shown in Figure 20.
Figure 20 Joystick response characteristics
Thrust / Max
Full
1
0.9
0.8
High Speed
0.7
General
0.6
Reduced
0.5
0.4
0.3
0.2
Low Speed
0.1
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
Deflection / Max
CD2823
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General
Linear relationship between the movement of the joystick and force exerted by the
thrusters. The Precision is automatically changed from High Speed to General when
changing from high-speed to low-speed manoeuvring (for example from Autopilot
mode to Joystick mode).
Low Speed
For precise low-speed manoeuvring. Progressive relationship between the movement
of the joystick and force exerted by the thrusters. A small movements of the joystick
the change in thrust force is low, but increases with increasing movements.
High Speed
For precise high-speed manoeuvring. At small movements of the joystick the change
in thrust force is large, but decreases with increasing movements.
Selecting joystick precision
Environmental compensation
Joystick control can be combined with environmental compensation in each of the
three axes. The system then automatically compensates for the wind forces acting on
the vessel by providing the thrusters with the necessary extra thrust in the appropriate
direction. When position-reference system measurements are available the system will
calculate the unknown forces, including sea current and wave forces, which are acting
on the vessel (collectively referred to as current). The system performs automatic
compensation for these calculated current forces.
Current is calculated when a position-reference system is accepted. The calculated
value will freeze when no position-reference system is accepted, and will be set to zero
in Standby mode.
Enabling joystick wind compensation
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Move the focus to the Wind Comp field and change the option to Off.
In Joystick mode the vessel will not pivot accurately around the selected rotation centre,
since the system will not use data from the position-reference systems for the vessel
axes under joystick control.
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Figure 21 Vessel
movement with Fore pivot
rotation centre selected
(CD3039)
If thrusters are disabled so that the selected rotation centre no longer can be applied, the
rotation centre in use will automatically be changed.
To change the vessel rotation centre, proceed as follows:
1
Verify that a suitable configuration of thrusters is enabled. For example, if you want
the vessel to rotate about the aft of the vessel, there must be at least one thruster
enabled at the fore of the vessel.
Press the required Fore pivot, Centre pivot or Aft pivot button twice within four
seconds.
The corresponding button status indicator starts to flash and then becomes
steadily lit when the new rotation centre is selected.
It is not possible to perform a change of heading, even though you have entered a new
heading setpoint, when the Rate Of Turn setpoint is zero.
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Note
The Heading Setpoint pop-up dialog must be displayed if rotation of the heading wheel
is to have an effect.
To change the heading setpoint, proceed as follows:
1
Use the heading wheel to coarse adjust the heading setpoint by rotating it clockwise
to increase the setpoint (to starboard) or counter-clockwise to decrease the setpoint
(to port).
Use the + (increase) or - (decrease) button to fine adjust the heading setpoint by
pressing it one or more times.
The vessel starts to move immediately onto the new heading setpoint.
The current vessel heading together with the heading deviation and the turning
direction of the vessel is displayed in the Heading area of the display (see
Heading area on page 23 and Automatic heading control on page 24).
The Heading Setpoint pop-up dialog closes automatically after preset time limit,
provided that the input wheel is not turned or one of its associated buttons pressed.
If required, press the Set heading button once to close the Heading Setpoint pop-up
dialog.
Move the focus to the Gain Level field and change the option to Low, Medium or
High.
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It is not possible to perform a change of heading, even though you have entered a new
heading setpoint when the Rate Of Turn setpoint is zero.
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Press the Auto surge button twice within four seconds. The Auto surge button
status indicator starts to flash.
The vessel starts to slow down (loose speed) in the surge axis in a controlled
manner at a rate that depends on the selected controller gain.
When the vessel speed (in the surge axis) is reduced to less than a predefined
limit, automatic position control in the surge axis is enabled and the Auto
surge button status indicator becomes steadily lit. The current vessel
position in the surge axis becomes the position setpoint in the surge axis,
and the system automatically keeps the vessel at this position.
Press the Auto sway button twice within four seconds. The Auto sway button
status indicator starts to flash.
The vessel starts to slow down (loose speed) in the sway axis in a controlled
manner at a rate that depends on the selected controller gain.
When the vessel speed (in the sway axis) is reduced to less than a predefined
limit, automatic position control in the sway axis is enabled and the Auto
sway button status indicator becomes steadily lit. The current vessel
position in the sway axis becomes the position setpoint in the sway axis, and
the system automatically keeps the vessel at this position.
The system enters Station Keeping mode and the Station keeping button
status indicator become steadily lit. The current vessel position becomes
the position setpoint and the system automatically keeps the vessel at this
position.
If you only want to move the vessel in a single axis (surge or sway), disable automatic
control for the desired axis by means of the Auto surge or Auto sway button, move
the vessel using the joystick. Then, when the required position is reached, re-enable
automatic control for the disabled axis by means of the Auto surge or Auto sway button.
Heading deviation
Warning and alarm limits for heading deviation can only be activated when the yaw
axis is under automatic control, i.e. the system is in a mode where automatic heading
control is possible.
When the vessel's actual heading differs from the heading setpoint by more than the
warning limit, a warning message is displayed. When the vessel's actual heading differs
from the heading setpoint by more than the alarm limit, the audible signal horn sounds
and an alarm message is displayed.
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When active, the heading limits are displayed as black lines dashed for warning limit
and solid for alarm limit, on the heading deviation shown in the Heading area of the
display. When inactive, the heading limits are shown as gray lines.
Note
The heading limits are inhibited during a requested change in heading, until it is
completed.
To set or change, and activate heading deviation alarm and warning limits, proceed as
follows:
1 Display the Limits input dialog.
2 In the Heading Limits group:
a Change the values in the Warning and Alarm Active fields as required.
b Select Yes in the Warning and Alarm Active fields.
3 Press the Enter button.
The heading deviation limits are changed to the selected values, and activated.
4 Close the Limits input dialog.
Position deviation
Warning and alarm limits for position deviation can only be activated when the surge
and/or sway axis is under automatic control, i.e. the system is in a mode where automatic
position control is possible.
When the vessel's actual position differs from the position setpoint by more than the
warning limit, a warning message is displayed. When the vessel's actual position differs
from the position setpoint by more than the alarm limit, the audible signal horn sounds
and an alarm message is displayed.
When active, the position limits are displayed as black circles dashed for warning
limit and solid for alarm limit, on the position deviation display shown in the Position
area of the display. When inactive, the position limits are shown as gray circles.
Note
The position limits are inhibited during a requested change in position, until it is
completed.
To set or change, and activate position deviation alarm and warning limits, proceed as
follows:
1 Display the Limits input dialog.
2 In the Position Limits group:
a Change the values in the Warning and Alarm Limit fields as required.
b Select Yes in the Warning and Alarm Limit fields.
3 Press the Enter button.
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The position deviation limits are changed to the selected values and activated.
4
Autopilot setup
The optional Autopilot mode is set-up using the Pilot Setup input dialog.
Move the focus to the Gain Level field and either select the required gain level option.
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New course
Counter rudder setting too high,
sluggish and creeping response.
New course
Correct setting of counter rudder
ideal response.
(CD3291)
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Move the focus to the Weather Compensation field and change the option to On.
Move the focus to the Weather Compensation field and change the option to Off.
Move the focus to the Rate Of Turn field and change the value to the required speed.
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If you try to enter angle values beyond predefined limits, a message instructing you to
correct the values will be displayed.
To set the maximum rudder angle that can be used when automatic heading control is
active, proceed as follows:
1 Display the Pilot Setup input dialog.
2 Move the focus to the Rud. Lim. in Auto Yaw Control field and change the value to
the required angle.
3 Press the Enter button.
The maximum rudder angle is set to the value selected.
4 Close the Pilot Setup input dialog.
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Kongsberg cJoy OT
The starboard steering unit generates the directional force. The port steering unit is
fixed alongships.
Async PORT (Asynchronous Port)
The port steering unit generates the directional force. The starboard steering unit is
fixed alongships.
To select the steering mode, proceed as follows:
1
Move the focus to the Steer Mode field and select the required option.
Move the focus to the Steer Group field and select the required option.
122
358765/B
Message explanations
Table of contents
Absolute reference system not active ......................................................................... A-8
All reference systems rejected .................................................................................... A-8
Ascreate already done ................................................................................................. A-8
Astern thrust required ................................................................................................. A-8
Auxiliary Timer/interrupt error .................................................................................. A-8
Azimuth [#] input error pitch ..................................................................................... A-9
Azimuth [#] not ready ................................................................................................ A-9
Azimuth [#] prediction error pitch ............................................................................. A-9
Azimuth [#] triangle pot error .................................................................................... A-9
Bad terminal IO connections ...................................................................................... A-9
Block parameter is not available ................................................................................ A-9
Block status is not available ..................................................................................... A-10
Block type is not available ....................................................................................... A-10
Calibration error ....................................................................................................... A-10
Calibration offset ...................................................................................................... A-10
Calibration OK ......................................................................................................... A-11
Checksum error (see message) ................................................................................. A-11
Clock failure ............................................................................................................. A-11
Code checksum difference........................................................................................ A-11
Communication port reservation error ..................................................................... A-12
Configuration error ................................................................................................... A-12
Demand reduced on swbd [#] ................................................................................... A-12
Demand reduced thruster [#] by ext system ............................................................. A-13
Diesel shaft [#] overload .......................................................................................... A-13
Disk limit exceeded .................................................................................................. A-13
Draught limit reached ............................................................................................... A-14
Draught not ready ..................................................................................................... A-14
Draught input updated .............................................................................................. A-14
Draught not enabled ................................................................................................. A-14
Draught [#] sensor rejected ...................................................................................... A-15
Driver configuration is not available ........................................................................ A-15
Driver operation is not available .............................................................................. A-15
Driver status is not available .................................................................................... A-15
Driver task creation error.......................................................................................... A-16
DSP error (see message) ........................................................................................... A-16
Dual connection generator [#] .................................................................................. A-16
ECC is disabled (see message) ................................................................................. A-16
Enable thrusters in bow ............................................................................................ A-17
358765/B
A-1
Message explanations
A-2
358765/A
Message explanations
358765/B
A-3
Message explanations
A-4
358765/A
Message explanations
358765/B
A-5
Message explanations
A-6
358765/A
Message explanations
358765/B
A-7
Message explanations
Possible
consequences:
Corrective
actions:
This message is reported if all selected position reference systems are rejected by
the DP system or position reference data is not being received.
Possible
consequences
If the vessel was forced off position by large waves, the system might recover
from the alarm situation. Otherwise, a Position Dropout will occur and the system
will use the Vessel Model to estimate the vessel position and velocity. If the
rejected position reference systems have corrupted the DP model, the vessel may
be forced off position quickly. If the DP model is functioning correctly and the
external conditions change, the vessel may drift off position after a few minutes.
Corrective
actions
Enable a new position reference system or recalibrate the reference origin position
reference system (disable all reference systems and enable the required
reference-origin system) in order to avoid a "random" selection of new referenceorigin system. Then enable other position reference system as required.
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.
Corrective
actions:
Should the message occur during normal operation, contact Kongsberg Maritime
service.
This message is reported if astern thrust is required when the Mean Offset
function is in use.
Corrective
actions:
If astern thrust is wanted deselect Mean Offset and select a function that can give
astern thrust.
A-8
The reason is probably a failure in the auxiliary timer, used in the VxWorks Spyfunction.
358765/A
Message explanations
Possible
consequences:
Corrective
actions:
Since the timer is not in normal operational use, no immediate consequences are
to be expected, but the error may be an indication that HW components are
unreliable and that other failures may follow.
If possible, try to change the PS (Process Station), and describe the failure,
the current operation executed and what processor is failing (given in
parenthesis before the alarm-text), when returning the PS to Kongsberg
Maritime Service.
Contact Kongsberg Maritime Service if this does not solve the problem.
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.
Possible
consequences:
Corrective
actions:
Should this message occur during normal operation, contact Kongsberg Maritime
Service.
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.
Corrective
actions:
Should the message occur during normal operation, contact Kongsberg Maritime
service.
358765/B
A-9
Message explanations
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.
Corrective
actions:
Should the message occur during normal operation, contact Kongsberg Maritime
service.
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.
Corrective
actions:
Should the message occur during normal operation, contact Kongsberg Maritime
service.
Calibration error
Description:
This message is reported if the variation of data from the position reference
system is too high during the calibration period.
The first 20 seconds after the position reference system is selected, the position
data received is used to find the coordinates of the reference system in the
coordinate system that is established. If the variation of the data exceeds a limit
during this 20 seconds period, the message is reported.
The fault may be caused by large variations in data from the position reference
system and environmental disturbances (air/sea).
Additional
information:
Limit (m)
Experienced variation of measurements (m)
Possible
consequences:
The DP system will start a new calibration for this reference system.
Corrective
actions:
Consider reducing the "Expected Accuracy" of the reference system to the level
reported in Additional information (Experienced variation of measurements
(m)).
Calibration offset
Description:
Additional
information:
Deviation limit
Possible
consequences:
The DP system will not be able to calibrate the position reference system.
A-10
358765/A
Message explanations
Corrective
actions:
Recalibrate the reference origin by disabling all reference systems, and then
enabling the required origin reference system (may be the same as used before).
Set the correct UTM zone for UTM position reference system(s).
Calibration OK
Description:
Additional
information:
Possible
consequences:
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.
Possible
consequences:
Corrective
actions:
Check configuration.
Should this message occur during normal operation, contact Kongsberg
Maritime Service.
Clock failure
Description:
This message is reported if the values read from the real time clock (in the PS
(Process Station)) was outside accept-limits (for example, hour is negative or
greater than 24).
The reason may be an error in the real time clock chip or a battery failure.
Possible
consequences:
Corrective
actions:
358765/B
When loading the SW at PS-reset (Process Station), the checksum is zero. During
normal execution, the BITE (Built In Test Equipment) system calculates, at cyclic
intervals, a new checksum to compare with the first one. If there is a difference, it
means that, from the processor point of view, the SW code has been modified
since the last reset/loading. This could be caused either by a SW error, or a HW
component error.
A-11
Message explanations
Possible
consequences:
Corrective
actions:
There is currently no way of finding out what part of the code has been modified
and if this code is currently in use. Therefore the consequences are unpredictable.
Contact Kongsberg Maritime Service if this does not solve the problem.
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.
Corrective
actions:
Should the message occur during normal operation, contact Kongsberg Maritime
service.
Configuration error
Description:
Additional
information:
Failing function.
Dependent on function
Dependent on function
Possible
consequences:
Corrective
actions:
Power consumption exceeds the limit on this swbd. The computer has calculated
that the necessary pitch/rpm setpoints for the next sample may result in a blackout condition. A demand reduction has therefore been done.
The method of detection is that the power consumption is calculated and
compared with the actual nominal generator effect. This message is based on
generator feedback and calculated DP power consumption based on the pitch/rpm
setpoints that are necessary to stay in position.
Additional
information
Possible
consequences
A-12
358765/A
Message explanations
Corrective
actions
Possible
consequences:
Corrective
actions:
During transit/moving: Reduce speed or change heading to one that is less powerconsuming to maintain.
Prediction errors are suppressed on this thruster as long as this message is active.
Possible
consequences:
Corrective
actions:
This message is reported if the configured disk usage limit for the DP Recorder is
exceeded.
This may be due to Session Configuration: Too much disk space is used for backup
Sessions.
Additional
information:
Possible
consequences:
No more variables or events will be logged until DP Recorder Sessions have been
properly restarted.
Corrective
actions:
358765/B
A-13
Message explanations
The used draught has reached the limits defined for maximum or minimum
draught. The draught value will now be set to either high limit or low limit,
depending on which of them has been violated.
Additional
information:
Possible
consequences:
Corrective
actions:
Additional
information:
The limit (m) in change of draught from the last time the message was reported.
Possible
consequences:
The Vessel Model is modified to the new load condition; new mass-drag-gain is
calculated.
Corrective
actions:
Note the Additional Information "New draught" and check that the DP has the
correct draught value.
A-14
358765/A
Message explanations
Additional
information:
Possible
consequences:
Corrective
actions:
The difference between the value received from the sensor and previous values
received exceeds limit and the sensor is rejected.
The data from this sensor will now be "frozen" to the last legal value. The sensor
value will again be updated from measurement if
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.
Corrective
actions:
Should the message occur during normal operation, contact Kongsberg Maritime
service.
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.
Corrective
actions:
Should the message occur during normal operation, contact Kongsberg Maritime
service.
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.
Corrective
actions:
Should the message occur during normal operation, contact Kongsberg Maritime
service.
358765/B
A-15
Message explanations
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.
Corrective
actions:
Should the message occur during normal operation, contact Kongsberg Maritime
service.
The Digital Signal Processor (DSP) used for processing IO, is reporting error.
Possible
consequences:
(1): DSP error: IO bus not operational. WDOG stop time: xx Last updated:
xx
If (1), the IO processing may have been stopped. If (2), IO processing is not
functioning properly.
Corrective
actions:
Note the alarm/message texts, describe the current operation executed and
enclose this data when delivering the PS to Kongsberg Maritime Service for repair.
This message is reported if at least two connections are found for a generator.
The reason for the fault may be an error in the digital input interface or in the
cabling.
The method of detection is by monitoring the digital input signals.
Additional
information
Possible
consequences
The DP system will treat the generator as if it is connected to all the swbds. The
DP system will therefore calculate with too high power available on the swbd(s) for
which the connect signal is wrong. This might cause the DP system to erroneously
not limit the thrust on the affected thrusters.
Corrective
actions
This error will be reported if the PS (Process Station) has been started with the
mode wheel to 0x5 or 0xd.
If this is not the case, this error indicates a memory failure.
A-16
358765/A
Message explanations
Possible
consequences:
Corrective
actions:
The memory controller is set to check for ECC errors on every memory read
cycles, and on every write cycle an ECC check is generated. An ECC error indicates
a memory read error. The system will probably not function correctly.
This message will be reported if the system is in Auto Track High Speed mode and
the use of bow thrusters is necessary for the vessel to enter the track at the
required position/heading.
The reason may be that the combination of the present vessel heading relative to
the track and a low vessel speed makes it difficult to enter the track at the correct
position/heading.
Possible
consequences:
Corrective
actions:
This message is reported if the received quality data from a position reference
system is erroneous.
The position reference system reports an accuracy that is better than what is
theoretically possible.
The position reference system is rejected because the received data cannot be
trusted.
Possible
consequences:
Corrective
actions:
This message is reported if the telegram received from the reference system is
erroneous. This may be caused by errors in the reference system setup/DP setup.
The data received does not match the configuration.
Possible
consequences:
Corrective
actions:
358765/B
A-17
Message explanations
Error net A
Description:
Possible
consequences:
The fault tolerance is reduced. As long as the other network is OK, there will be no
operational consequences.
Corrective
actions:
Error net B
Description:
Possible
consequences:
The fault tolerance is reduced. As long as the other network is OK, there will be no
operational consequences.
Corrective
actions:
Additional
information:
Possible
consequences:
Corrective actions:
Additional
information:
Possible
consequences:
Corrective
actions:
A-18
358765/A
Message explanations
Additional
information:
Axis
Possible
consequences:
Corrective
actions:
A cyclic task has not been able to execute for a long period of time.
Several periods have been lost.
Possible
consequences:
Corrective
actions:
If strict regularity of the struggling task is crucial, then this alarm is serious.
If the task is supervised by software watchdog, the PS (Process Station) may
stop.
Clarify the importance of strict regularity of the struggling task.
Check the Task Scheduler node in Station Explorer to find out whether the
poor scan regularity is a one-time incident or a permanent problem.
Contact Kongsberg Maritime Service.
The event is reported from a host which is master and synchronized from an
external time source. The external clock is lost.
Possible
consequences:
Corrective
actions:
Check that the serial line cable to the external clock is connected.
Check that the external clock is powered up.
Contact Kongsberg Maritime Service if this does not solve the problem.
This event is reported from a host which is master and synchronized from an
external time source. The event is reported when the time from the external
source differs more than the time limit set. The new time from the external time
source is rejected.
Possible
consequences:
358765/B
A-19
Message explanations
Corrective
actions:
Check that the time difference between the external clock and the operator
station is small enough.
The speed setpoint isn't received from the external seismic computer or is outside
limit.
Possible
consequences
Speed setpoint not updated. The old speed setpoint will be used.
Corrective
actions
The reason is probably a failure in the extra timer, but this timer is currently not in
use, so it should not be possible to get this alarm.
Possible
consequences:
Since the timer is not in use, no immediate consequences are to be expected, but
the error may be an indication that HW components are unreliable and that other
failures may follow.
Corrective
actions:
If possible, try to change the SBC/RCU, and describe the failure, the current
operation executed and what processor is failing (given in parenthesis before the
alarm-text), when returning the SBC/RCU for repair.
A fatal error (e.g. an exception) has occurred in a task that is supervised by the
software Watchdog.
Possible
consequences:
The task is suspended (denied from execution) and the PS (Process Station) is
stopped by the software Watchdog.
Corrective
actions:
A dump is the best way to identify the reason for the error if a PS (Process
Station) stops:
Send the dump to Kongsberg Maritime Service with information about which
release the installation is running. A Description: of what operations were
executed in the time around when the PS stopped, must also follow the
dump.
If something is not clear, contact Kongsberg Maritime Service.
If the PS does not stop, inform Kongsberg Maritime Service about the incident.
A-20
358765/A
Message explanations
A lot of possible internal errors in the PS (Process Station) may lead to this alarm.
Possible
consequences:
There is currently no simple way of finding out if the internal error is on a device
or memory block that is currently in use. Therefore the consequences are
unpredictable.
Corrective
actions:
Contact Kongsberg Maritime Service if this does not solve the problem.
Fix disabled
Description
This message is reported if the Fix allocation mode is disabled and the thruster
allocation mode is changed to Variable.
The reason for this may be that there is insufficient thrust with the selected Fix
mode.
The method of detection is insufficient thrust.
Possible
consequences
Corrective
actions
Possible
consequences:
Corrective
actions:
Uploading from Flash or booting from Flash may not work properly later on.
358765/B
It is not possible to format the Flash device properly. The device is destroyed or
physically damaged.
A-21
Message explanations
Possible
consequences:
Corrective
actions:
Downloading to Flash, uploading from Flash or booting from Flash may not work
properly.
(It is possible to try re-formatting the Flash device (Full Format), but replacing the
PS is recommended.)
Possible
consequences:
Corrective
actions:
Requested file(s) for upload from Flash device does not exist or
FTP (File Transfer Protocol) Server is not running on the OS (Operator
Station).
Uploading from Flash or booting from Flash may not work properly.
Possible
consequences:
The system is probably still working more or less as normal, but calculations may
have got a wrong result. This is a kind of error which the system is not designed
to handle, and it is not possible to describe the consequences in more detail.
Corrective
actions:
A reset of the PS could temporary solve the problem, but the problem might
reoccur.
Either a hardware or a software failure could cause this problem, but unless
otherwise instructed, the PS should be returned to Kongsberg Maritime
Service for checking/repair.
Contact Kongsberg Maritime Service if this does not solve the problem.
Possible
consequences:
Corrective
actions:
A-22
358765/A
Message explanations
Possible
consequences:
Corrective
actions:
Possible
consequences:
Corrective
actions:
Only a small drop detected in feedback when turning off the PDU.
Possible
consequences:
Corrective
actions:
Replace card.
Possible
consequences:
Corrective
actions:
Replace card.
Possible
consequences:
Corrective
actions:
358765/B
Replace card.
A-23
Message explanations
Possible
consequences:
Corrective
actions:
Framing error
Description:
Possible
consequences:
No data received from the position-reference system. If no other positionreference system is selected, you will get position dropout after 30 seconds.
Corrective
actions:
Framing/overrun error
Description:
Possible
consequences:
No data received from the position-reference system. If no other positionreference system is selected, you will get position dropout after 30 seconds.
Corrective
actions:
This message is reported if a generator has significant load while the connect
status shows that the generator is not connected to a swbd.
The reason for the fault may be an error in the digital input interface or in the
cabling for the connect signal, or in the analog input interface or in the cabling for
the load signal.
The method of detection is that the measured load is monitored and checked
against the status of the connect signal.
A-24
358765/A
Message explanations
Additional
information
Possible
consequences
An error on the load signal will not have any consequence as long as the generator
is disconnected.
Two or more generators on affected swbd:
The DP system will calculate with too low power available on the affected swbd if
the generator is connected (failure in connect signal). This might cause the DP
system to erroneously limit the thrust on the affected thrusters.
One generator on affected swbd:
Blackout prevention will be disabled for this swbd. DP Consequence Analysis will
report drift off prematurely.
Corrective
actions
Verify with engine control room if it is the connect signal or the load signal that is
wrong.
Replace appropriate input interface.
The position data received from the GPS unit contains some information in
addition to the measured position (such as time, number of satellites and quality
data). In this case, one or more of these additional data qualifiers have values
outside legal limits.
Possible causes are:
QUALITY: Differential telegram not available.
SATELLITES: Too few satellites.
HDOP: Horizontal Dilution Of Precision is too high.
UTC: Universal Time Coordinated frozen.
Possible
consequences
Corrective
actions
On the DP, enable another position reference system. External to the DP, check
the GPS unit and its configuration, or adjust filter parameters.
This message is reported if a status in the position data from the GPS indicates
that the data received is not valid.
The reason for the fault may be that the GPS fix is not available or invalid, or a
poor satellite configuration.
Possible
consequences
Position measurements from the reference system that provides the invalid data
will be rejected.
Corrective
actions
No actions necessary if the alarm situation occurs only now and then.
If the alarm is repeated frequently, enable another position reference system.
Check the position reference system that provides the invalid data.
358765/B
A-25
Message explanations
The data received from the GPS indicated that there was not differential data. The
GPS does not receive any data or have lost link to the diff stations.
The reason for the fault may be that the differential data from diff station/radio
link is lost or poor satellite configuration.
Additional
information
GPS Quality
Possible
consequences
Position data will jump. "Prediction error" Warnings will be reported and the
measurements from the position reference system will be rejected.
Corrective
actions
This is a digital input indicating that a gyro has power supply failure on one of its
dual power sources. The reason for this fault may be missing power input to gyro.
Possible
consequences:
Corrective
actions:
Check gyro.
Gyro difference
See Sensor difference.
A-26
358765/A
Message explanations
Heading dropout
Description:
This message is reported if no Gyro readings have been received for the past 2
seconds. The Gyro may not be ready, there may be an error in the connected
Gyro or in the interface between the Gyro and the DP system.
This is a serious alarm if the vessel is in DP mode.
Possible
consequences:
The system uses the Vessel Model to estimate the vessel's heading. If the weather
conditions change, the vessel may have a position drift-off after a few minutes.
When the "HEADING DROPOUT" message is reported, the system will stop any
vessel movement and automatically set the wanted position and heading equal to
actual position and heading. If only one of the DP PSes (Process Stations) in a
dual redundant system reports heading dropout, an automatic change of master
will occur.
Corrective
actions:
Observe the deviation data and go to Joystick mode if the vessel starts drifting off.
Check if the Gyro is ready/drifting or if other error messages indicate interface
errors.
This message is reported if the Autopilot, Auto Track high speed or Track Line
mode require two or more enabled gyros. The gyrocompass may not be enabled
or not ready. The system checks the number of enabled gyrocompass sensors and
the system mode
Possible
consequences:
Corrective
actions:
Additional
information:
This message is reported if the deviation between wanted and actual heading
exceeds the operator specified limit. This may be caused by insufficient thrust in
order to maintain heading against wind/wave forces.
Heading deviation
Violated limit value
Possible
consequences:
Corrective
actions:
Enable more propellers for DP or use the system selected heading if the system is
in Auto mode to reduce power consumption.
358765/B
A-27
Message explanations
This message is reported if the deviation between readings from the Gyro and the
estimated heading from the Vessel Model exceed limits. There may be and error in
the connected Gyro or in the interface between the Gyro and DP system.
Possible
consequences:
No update (correction) of the Vessel Model for the ship's Yaw movement.
Corrective
actions:
Check if the Gyro is OK or if other error messages are given, indicating Gyro
errors.
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.
Corrective
actions:
Should the message occur during normal operation, contact Kongsberg Maritime
service.
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.
Corrective
actions:
Should the message occur during normal operation, contact Kongsberg Maritime
service.
Illegal protocol
Description:
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.
Corrective
actions:
Should the message occur during normal operation, contact Kongsberg Maritime
service.
When initialising the RIO module, an error occurred that is in more detail,
described in a system message.
Possible
consequences:
A-28
358765/A
Message explanations
Corrective
actions:
Insufficient memory in DP PS
Description:
Additional
information:
Possible
consequences:
Corrective
actions:
Insufficient thrust
Description:
Additional
information:
This message is reported when there is insufficient thrust. The reason for the fault
may be that the number of enabled thrusters/propellers is inadequate. This can be
detected by comparing thrust demand and obtained thrust.
Possible
consequences:
Full station keeping is not guaranteed. Position and/or heading alarm may be
generated.
Corrective
actions:
358765/B
A-29
Message explanations
The self-test circuit for internal PS (Process Station) voltages is reporting error.
Possible
consequences:
This alarm means that the PS (Process Station) is no longer capable of detecting
value out of limits for one or more of its internal reference voltages. This will in
itself not cause any problems for functionality, but may be an indication that HW
components are unreliable and that other failures may follow.
Corrective
actions:
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.
Possible
consequences:
Corrective
actions:
Check configuration.
Should this message occur during normal operation, contact Kongsberg
Maritime Service.
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.
Possible
consequences:
Corrective
actions:
Check configuration.
Should this message occur during normal operation, contact Kongsberg
Maritime Service.
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.
Corrective
actions:
Should the message occur during normal operation, contact Kongsberg Maritime
service.
A-30
358765/A
Message explanations
IO config error
Description:
Possible
consequences:
Devices connected to the faulty card cannot be operated from the computer
reporting the error.
Corrective
actions:
IO error
Description:
Corrective
actions:
IO input error
Description:
This message is reported if the input value is outside configured limits. May be
caused by failure in sensor, cable breakage, short circuit or IO-card error in one of
the PS (Process Station) clones.
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.
Additional
information:
Instrument value.
Possible
consequences:
Corrective
actions:
Additional
information:
Possible
consequences:
358765/B
A-31
Message explanations
Corrective
actions:
Possible
consequences:
Corrective
actions:
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.
Corrective
actions:
Should the message occur during normal operation, contact Kongsberg Maritime
service.
This message is reported if there is an electrical failure (for example an open loop,
a short circuit, a cable breakage) in the joystick hardware.
The method of detection is that the voltage read by the panel controller is outside
predefined limits.
Additional
information:
Possible
consequences:
The joystick value for the actual axis is set to zero (it is no longer possible to
control the vessel in this axis using the joystick).
Corrective
actions:
A-32
358765/A
Message explanations
Possible
consequences
Corrective
actions
Possible
consequences
Corrective
actions
Manual thrust on
Description
Possible
consequences
Thrusters configured for Manual Thrust usage will give output according to
operator setting.
Corrective
actions
None.
Possible
consequences
Corrective
actions
358765/B
A-33
Message explanations
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.
Corrective
actions:
Should the message occur during normal operation, contact Kongsberg Maritime
service.
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.
Corrective
actions:
Should the message occur during normal operation, contact Kongsberg Maritime
service.
Additional
information:
Corrective
actions:
This message is reported if the operator has selected center of gravity as rotation
center. The method of detection is by a software check on Surge/Sway offset
difference.
An operative advice is to ensure that the position deviation is zero at the moment
of applying the new rotation center.
Possible
consequences:
Corrective
actions:
This message is reported if the measured value (defined by the last word in the
message title) is outside the warning or alarm limit.
The last word in the message title can be:
Roll
Pitch
Heave
The reason for the fault may be environmental conditions or a fault in the sensor.
The method of detection is an analogue input.
A-34
358765/A
Message explanations
Additional
information:
Possible
consequences:
Corrective
actions:
Possible
consequences:
Corrective
actions:
Should this message occur during normal operation, contact Kongsberg Maritime
Service.
Possible
consequences:
Corrective
actions:
Should this message occur during normal operation, contact Kongsberg Maritime
Service.
Possible
consequences:
Corrective
actions:
Should this message occur during normal operation, contact Kongsberg Maritime
Service.
358765/B
A-35
Message explanations
Additional
information:
Possible
consequences:
Processor load.
Corrective
actions:
Possible
consequences:
If net storm on both net, or on a process station with only single network, it may
be a problem to operate.
Corrective
actions
If this alarm stays active for more than 1 minute, contact Customer Support.
Possible
consequences:
If net storm on both net, or on a process station with only single network, it may
be a problem to operate.
Corrective
actions:
If this alarm stays active for more than 1 minute, contact Customer Support.
The process station has entered protection state. On a process station with double
network, net A is switched off and only net B is active.
Possible
consequences:
If net storm on both net, or on a process station with only single network, it may
be a problem to operate.
Corrective
actions:
A-36
358765/A
Message explanations
The process station has entered protection state. On a process station with double
network, net B is switched off and only net A is active.
Possible
consequences:
If net storm on both net, or on a process station with only single network, it may
be a problem to operate.
Corrective
actions:
Additional
information:
Possible
consequences:
None if it occurs just now and then. If it occurs continuously Contact Kongsberg
Maritime Service.
Additional
information:
Possible
consequences:
Unpredictable.
Corrective
actions:
358765/B
A-37
Message explanations
This message is reported if new data is read from ASCII (American Standard Code
for Information Interchange) files or the system has registered a change in ASCII
syspar data from an external source and extrapolated a new mass-drag-gain.
The reason for the message may be a command from external equipment or an
external input from a system engineer.
The method of detection is the receive software received a new command and
ASCII syspar data was read from the hard disc.
Additional
information:
Explanatory text
Possible
consequences:
Vessel model updated with new data and new mass-drag-gain calculated.
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.
Corrective
actions:
Should the message occur during normal operation, contact Kongsberg Maritime
service.
Possible
consequences:
Corrective
actions:
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.
Corrective
actions:
Should the message occur during normal operation, contact Kongsberg Maritime
service.
This message is reported if no idle force is detected for the active thrusters due to
a software configuration error or there is another fault with the software setup.
The reason for this fault is a software configuration error.
The method of detection is an internal software check.
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.
A-38
358765/A
Message explanations
Possible
consequences:
Corrective
actions:
Possible
consequences:
Autopilot mode, Auto Track High Speed mode and Track Line mode cannot be
used.
Corrective
actions:
Possible
consequences
If external conditions change, the vessel may drift off position after a few minutes.
Corrective
actions
This message is caused by an error detected when receiving data from the
position-reference system. No position from the reference system is received
which may be caused by:
Timeout.
No data sent from reference system.
Cable from reference system broken.
Interface - bad connection.
Plug badly inserted.
Broken interface on SBC.
Possible
consequences:
358765/B
A-39
Message explanations
Corrective
actions:
A failing on-board reference voltage on the PS (Process Station) will lead to this
alarm.
Possible
consequences:
Since this alarm may be caused by a value out of limits for a number of internal
reference voltages, the functional consequences are unpredictable.
Corrective
actions:
This message is reported if the speed variation of data from the position reference
system is too high while the DP system tries to calibrate this reference system. As
long as it is not calibrated, the position reference system will not be accepted by
the DP.
This may be caused by a fault in the position reference system, or its interface
with the DP system.
The method of detection is the speed, continuously derived from the position
reference data.
Additional
information:
Limit (m/s).
Speed variation (m/s).
Possible
consequences:
The DP system will wait until the speed variation is less than the limit.
Corrective
actions:
Overrun error
Description:
Possible
consequences:
A-40
No data received from the position-reference system. If no other positionreference system is selected, you will get position dropout after 30 seconds.
358765/A
Message explanations
Corrective
actions:
Parity error
Description:
Possible
consequences:
No data received from the position-reference system. If no other positionreference system is selected, you will get position dropout after 30 seconds.
Corrective
actions:
Parity/framing error
Description:
Possible
consequences:
No data received from the position-reference system. If no other positionreference system is selected, you will get position dropout after 30 seconds.
Corrective
actions:
Parity/framing/overrun error
Description:
Possible
consequences:
No data received from the position-reference system. If no other positionreference system is selected, you will get position dropout after 30 seconds.
Corrective
actions:
358765/B
A-41
Message explanations
Parity/overrun error
Description:
Possible
consequences:
No data received from the position-reference system. If no other positionreference system is selected, you will get position dropout after 30 seconds.
Corrective
actions:
The reason is probably that one of the internal devices on the PS's PCI-bus has
failed (Process Station).
Possible
consequences:
There is currently no simple way of finding out if the failing device is currently in
use. Therefore the consequences are unpredictable.
Corrective
actions:
Note the alarm/message texts, describe the current operation executed and
enclose this when delivering the PS to Kongsberg Maritime Service for repair.
Contact Kongsberg Maritime Service if this does not solve the problem.
The PS (Process Station) has been stopped by the software Watchdog because
one or more task have not executed for a long time.
Possible
consequences:
Corrective
actions:
Position dropout
Description:
A-42
358765/A
Message explanations
Possible
consequences:
The system uses the Vessel Model to estimate the vessel's position and velocities.
If the external conditions change, the vessel may drift off position after a few
minutes. When the "Position Dropout" message is reported, the setpoint is set
automatically to the current estimated vessel position. If only one of the PSes
(Process Stations) in a dual redundant system reports the position dropout, an
automatic change of master will occur.
Corrective
actions:
If the vessel drifts off position, select Joystick mode and control the vessel
manually.
Check for faults in the enabled position reference systems and the interfaces
between the DP system and the enabled position reference systems.
This message is reported if the deviation between the wanted position and the
present position exceeds the operator-specified limit.
The reason for the fault may be insufficient thrust to maintain vessel position
against wind/wave forces.
Additional
information:
Position deviation.
Violated limit value.
Possible
consequences:
Corrective
actions:
This message is reported if the difference between the present position used by
the DP system and the operator specified Local N/E Origin exceeds a limit that
causes the accuracy of the displayed coordinates to be degraded.
The reason for the fault may be that when using Local N/E position presentation
the operator specified offset is too large compared to position of the Reference
Origin.
The method of detection is comparison of the present position with the operator
specified Local N/E position.
Additional
information:
Limit
Possible
consequences:
Corrective
actions:
358765/B
A-43
Message explanations
This message is reported if a status in the position data from the HPR system
indicates that the data received is not valid.
Possible
consequences:
Position measurements from the HPR that provides the invalid data will be
rejected.
Corrective
actions:
No actions necessary if the alarm situation occurs only now and then.
If the alarm is repeated frequently, enable another position reference system.
Check the HPR system that provides the invalid data.
This message is reported if a status in the position data from the HPR system
indicates that the data received is not valid.
Possible
consequences:
Position measurements from the HPR that provides the invalid data will be
rejected.
Corrective
actions:
No actions necessary if the alarm situation occurs only now and then.
If the alarm is repeated frequently, enable another position reference system.
Check the HPR system that provides the invalid data.
Possible
consequences:
Corrective tions:
This is a digital input indicating that a backup gyro has power supply failure on
one of its dual power sources. The reason for this fault may be missing power
input to gyro.
Possible
consequences:
Corrective
actions:
A-44
358765/A
Message explanations
Possible
consequences:
Corrective
actions:
This message is reported if the power consumption exceeds the warning limit for
the swbd and is based upon analogue generator feedback readings.
The reason for the fault may be that the sum of the generator feedback readings
are close to maximum available power for the swbd.
The method of detection is comparison of the measured power consumption
(calculated as a sum of the generator feedback readings) with nominal generator
effect.
Additional
information
Possible
consequences
Corrective
actions
Possible
consequences
Corrective
actions
Avoid critical situations where power use is critical until the error is corrected.
358765/B
A-45
Message explanations
This message is reported if the measured generator power is negative or has a too
great value.
The reason for the fault may be the analogue input interface, a fault in the cabling
or the feedback level has been changed such that the DP's internal scaling and
bias factors are no longer correct.
The method of detection is measuring the generator power feedback signal and
comparing it with allowed limits.
Additional
information:
Possible
consequences:
The power management system no longer functions correctly, which may in turn
cause unwanted pitch reductions.
Corrective
actions:
Check the current shown by the generator ammeter and compare it with the value
of the analogue feedback signal from the generator.
Replace the appropriate input interface.
Rescale the generator power feedback signal.
This message is reported if the percentage load on one or more of the generators
connected to the swbd differs considerably from the total percentage load on the
swbd, i.e. a unbalanced load is detected.
The reason for the fault may be an error in the analogue input interface or in the
cabling, or that the load percentage on a generator is too high relative to the total
load on the swbd.
The method of detection is that the measured load percentage on one or more
generators is considerably different from the load percentage of the total swbd.
Additional
information
Possible
consequences
The DP system will not take any action if the generator load is higher than the
other generators.
The DP system will reduce the maximum available load on the generator in the
power calculations if the load is lower than the other generators. The DP system
will assume that the generator has problems with picking up load. This might
cause the thrust to be reduced on the affected thrusters in case of power shortage
on the swbd.
Corrective
actions
Check the current shown by the generator ammeter and compare it with the value
of the analogue feedback signal from the generator.
Replace appropriate input interface.
Adjust the load percentage for the generator.
A-46
358765/A
Message explanations
This message is reported if the percentage load on one or more of the diesels
connected to the thruster differs considerably from the total load for the thruster,
i.e. a unbalanced load is detected.
The reason for the fault may be a fault in the analogue input interface, a fault in
the cabling or the load percentage on the diesel is too high relative to the total
load for the thruster.
The method of detection is that the measured load percentage on one or more
diesels is considerably different from the total load percentage of the thruster.
Additional
information
Corrective
actions
Additional
information:
The terminal values on remote connections are not updated. The PS cannot be
controlled from the Operator station.
Corrective
actions:
This message is reported if the offline PS (Process Station) is updated with data
from the online (Master) PS.
The Operator has requested Update Offline in the DP system.
Possible
consequences
358765/B
The offline PS will be updated with the following data from the online (Master) PS:
A-47
Message explanations
Allocation mode
Wanted position
Actual position
Transponder coordinates
PS Degraded
Description:
An error has occurred on the PS causing a possible reduced control capability. This
may cause a redundancy master switch.
Possible
consequences:
The Redundancy Group fault tolerance is reduced, but only related to the failing
unit. As long as there are other error free Pses in the Redundancy Group, there will
be no operational consequences.
Corrective
actions:
Check the alarm list to find the alarm that caused the degradation.
Follow the corrective actions described to fix the problem.
PS Incapable
Description:
An error has occurred that makes the PS unable to control the process.
Possible
consequences:
Corrective
actions:
Check the alarm list to find the alarm that caused the incapability
Follow the corrective actions described to fix the problem.
The PSes in the redundancy group have been loaded with different configurations.
Possible
consequences:
At least one of the PSes is loaded with a configuration that is not up-to-date.
Corrective
actions:
The reason is probably a failure in one of the RAM (Read And Write memory)
hardware components.
Possible
consequences:
There is currently no way of finding out which part of the code has been modified
and if this code is currently in use. Therefore, the consequences are unpredictable.
In some cases, the PS (Process Station) stops.
A-48
358765/A
Message explanations
Corrective
actions:
The RAM (Read And Write) test is divided into three tests. Therefore, observe
and note the system message received simultaneously as the alarm,
identifying the type of test giving the error, and the address area failing:
CACHE: Error from CACHE test
R/W : Error from RAM read/write/modify
ADR: Error from RAM address line test.
Contact Kongsberg Maritime Service if this does not solve the problem.
Due to different possible error conditions related to this RIO module, it is taken
out of operation.
Possible
consequences:
The RIO module is not operational. All output values are zero and input is frozen.
When this alarm is activated, all other alarms related to the RIO module goes to
normal state.
Corrective
actions:
The RBUS driver failed to configure the RIO modules or to run the initial RIO input
scan.
Possible
consequences:
The RBUS driver does not report IoReady to IO manager and the PS will not start.
Corrective
actions:
Note message text, other alarm column texts and operational information.
Contact Customer Support. Reboot the PS.
Possible
consequences:
Corrective
actions:
Note message text, other alarm column texts and operational information. Contact
Customer Support.
Possible
consequences:
The RBUS IO-system will not function, and the RIO modules will be shown as
unlinked, with red text colour in the IO Image. PS unstable.
358765/B
A-49
Message explanations
Corrective
actions:
Reduce size of configuration, split on more RCU's or change to RCU with more
memory.
Possible
consequences:
The configuration CRC is discarded and the IO input will be read and accepted.
Corrective
actions:
When reading or writing backup, the systems checks for inconsistency between
the RIO modules configured in and what is physically connected. This alarm
indicates a conflict.
Possible
consequences:
Corrective
actions:
A separate alarm view column will show the reason for the Maintenace mode:
RBUS MSG xxx: An unexpected status from an RBUS message is received. Note
column text and operational information. Contact customer support.
RIO FW: FW version is too old to support expected functionality. Upgrade to
required FW version.
RIO CFG: The RIO module FW did not accept the received configuration. Note
message text and operational information. Contact customer support.
An error with index not defined in the RBUS driver text pool is being reported,
possibly due to a version conflict between RBUS driver, AK and/or RIO module
FW.
Possible
consequences:
Corrective
actions:
A-50
An error with index not defined in the RBUS driver text pool is being reported,
possibly due to a version conflict between RBUS driver, AK and/or RIO module
358765/A
Message explanations
FW.
Possible
consequences:
Corrective
actions:
This message is reported if the vessel cannot unconditionally provide thrust in all
directions with the currently enabled thrusters.
The reason for the fault may be that no transverse thrusters are enabled at the
bow or the aft of the vessel and it is not possible to provide sideways thrust at the
bow or the aft due to rudder limitations or forbidden azimuth zones.
The method of detection is a software check for thrust capability in all axis.
Possible
consequences:
Corrective
actions:
If possible:
Enable more thrusters.
Release all fixed thrusters.
Select an allocation mode without forbidden zones.
Additional
information:
Possible
consequences:
Corrective
actions:
358765/B
A-51
Message explanations
This message is reported if a position reference system has an offset from the
Vessel Model. The system is not rejected. The purpose of the test is to give an
early indication of systematic errors before the position reference system is
rejected by the prediction test.
The reason for the message may be a fault in the position reference system or, if
all position reference systems show the same bias, possibly a Vessel Model failure.
The method of detection is the offset from the Vessel Model being continuously
estimated.
The limit is taken as 70 % of the prediction error limit, which in turn is a function
of the actual measurement accuracy (calculated variance).
Additional
information:
Limit
Value
Possible
consequences:
Unstable positioning.
Corrective
actions:
Check the Refsys view to verify which position reference systems are
biased/drifting.
Consider disabling one or more of the position reference systems.
Additional
information:
Possible
consequences:
Corrective
actions:
A-52
358765/A
Message explanations
Additional
information:
Possible
consequences:
Corrective
actions:
Check if the median test detected the correct failure (one or more of the other
systems might have failed).
Remember that several GPS systems may experience the same error.
Select the Monitor mode or recalibrate (disable and enable) faulty system.
The difference between the position data from the reference system and the
median of all reference systems exceeds the acceptance limit. The system is
rejected.
This may be due to an error in the reference system or its interface to the DP
system, or due to environmental disturbances (air/sea).
Note that several GPS systems may experience the same error if they use the
same satellite system and correction signals.
Additional
information:
Possible
consequences:
If the system rejected the wrong reference system, the model might follow a
failed reference system.
Corrective
actions:
Check if the median test detected the correct failure (one or more of the other
systems might have failed).
Remember that several GPS systems may experience the same error.
Select the Monitor mode or recalibrate (disable and enable) faulty system.
Reference origin
Description:
Additional
information:
The measurements from this reference system are the first to be accepted by the
DP PS (Process Station). This reference system is from now on used as the origin
of the coordinate system. This system will be the reference origin until ALL
systems are deselected again. However, this system is not being treated as a
more important or better reference system by the DP than the other systems. It
only concerns the coordinate system.
Position data from the reference system is frozen (does not change over time).
This is probably due to an error in the reference system or in the interface to the
DP system.
Additional
information:
358765/B
A-53
Message explanations
Possible
consequences:
Corrective
actions:
The difference between the position data from the reference system and the
estimated position data from the Kalman filter exceeds the limit. The reference
system is rejected.
This may be due to an error in the reference system or its interface to the DPsystem, or due to environmental disturbances (air/sea).
Additional
information:
Possible
consequences:
If the system rejected the wrong reference system, the model might follow a
failed reference system.
Corrective
actions:
Tandem Loading mode. Relative reference systems are not selected or active.
Possible
consequences:
Corrective
actions:
Additional
information
Possible
consequences
The analog output circuits on the RIO module are not calibrated.
Possible
consequences:
A-54
358765/A
Message explanations
Corrective
actions:
Note error data and operational information. Replace RIO module. Contact
customer support.
Possible
consequences:
Corrective
actions:
The temperature within the RIO module cabinet is so high that it is no longer
operational.
Possible
consequences:
The RIO module is not operational. All output values are zero and input is frozen.
Corrective
actions:
Ensure proper cooling. Try to restart the RIO Module. If this does not help, replace
the module.
The return signal from an analog output current signal is outside expected limits.
Possible
consequences:
The device being controlled by the actual output signal might not operate as
intended.
Corrective
actions:
A read back value for test of calibration of analog outputs indicates an error.
Possible
consequences:
All affected IO channels are marked with error, and if input, values are frozen to
last valid value until the problem is solved and a manual reset is activated.
Corrective
actions:
Check cabinet power and earth connections. Try to reset the RIO Module. If this
does not help, replace the module.
358765/B
At RIO module initialisation, some operation code was not recognized by the FW.
A-55
Message explanations
Possible
consequences:
The FW version is too old to support expected functionality, and the RIO module
will therefore not work properly.
Corrective
actions:
The RIO Module has a FW A version which is too old to communicate properly with
the RBUS driver.
Possible
consequences:
The functional consequences are unpredictable. Therefore the RIO module will go
to Maintenance mode. Consequently the alarm itself will go to normal state.
Corrective
actions:
Upgrade to new FW A.
The RIO Module has a FW P version which is too old to communicate properly with
the RBUS driver.
Possible
consequences:
The functional consequences are unpredictable. Therefore the RIO module will go
to Maintenance mode. Consequently the alarm itself will go to normal state.
Corrective
actions:
Upgrade to new FW P.
Possible
consequences:
Corrective
actions:
The internal ground monitoring voltage reading for the non-isolated channels is
below the application configured limit.
Possible
consequences:
Corrective
actions:
Check if limit is correctly configured. If so, check if any channel related alarms are
active, and check loop/cabling.
A-56
358765/A
Message explanations
The internal ground monitoring voltage reading for the non-isolated channels is
above the application configured limit.
Possible
consequences:
Corrective
actions:
Check if limit is correctly configured. If so, check if any channel related alarms are
active, and check loop/cabling.
The internal ground monitoring voltage reading for the isolated channel 6 is below
the application configured limit.
Possible
consequences:
Corrective
actions:
Check if limit is correctly configured. If so, check if any channel related alarms on
1. isolated channel group are active, and check loop/cabling.
The internal ground monitoring voltage reading for the isolated channel 6 is above
the application configured limit.
Possible
consequences:
Corrective
actions:
Check if limit is correctly configured. If so, check if any channel related alarms on
1. isolated channel group are active, and check loop/cabling.
The internal ground monitoring voltage reading for the isolated channel 8 is below
the application configured limit.
Possible
consequences:
Corrective
actions:
Check if limit is correctly configured. If so, check if any channel related alarms on
2. isolated channel group are active, and check loop/cabling.
358765/B
A-57
Message explanations
The internal ground monitoring voltage reading for the isolated channel 8 is above
the application configured limit.
Possible
consequences:
Corrective
actions:
Check if limit is correctly configured. If so, check if any channel related alarms on
2. isolated channel group are active, and check loop/cabling.
The internal ground monitoring current reading is below the application configured
lower limit.
Possible
consequences:
Corrective
actions:
Check if limit is correctly configured. If so, check if any channel related alarms are
active, and check loop/cabling.
The internal ground monitoring current reading is above the application configured
upper limit.
Possible
consequences:
Corrective
actions:
Check if limit is correctly configured. If so, check if any channel related alarms are
active, and check loop/cabling.
The temperature within the RIO module cabinet is higher than the application
configured limit.
Possible
consequences:
Corrective
actions:
Ensure proper cooling. Try to restart the RIO Module. If this does not help, replace
the module.
A-58
358765/A
Message explanations
Possible
consequences:
Corrective
actions:
Either a digital output value is stuck on 1, or a digital input value had a too long
value transition period.
Possible
consequences:
The device connected to the actual channel might not operate as intended.
Corrective
actions:
For some reason, the I/O configuration for channel direction does not match the
capability of the RIO module.
Possible
consequences:
The I/O-channels are not configured properly, and I/O-values are not to be
trusted.
Corrective
actions:
For some reason, the I/O configuration for channel loop monitoring does not
match the capability of the RIO module.
Possible
consequences:
Corrective
actions:
For some reason, the I/O configuration for channel loop type does not match the
capability of the RIO module.
Possible
consequences:
The I/O-channels are not configured properly, and I/O-values are not to be
trusted.
Corrective
actions:
358765/B
A-59
Message explanations
Possible
consequences:
Corrective
actions:
Possible
consequences:
Corrective
actions:
Possible
consequences:
Corrective
actions:
The measurements on the loop terminal connections for the actual channel
indicate that some external device is blocking the signal.
Possible
consequences:
The device connected to the actual channel might not operate as intended. If
signal is input, value is frozen to last valid input as long as alarm is active.
Corrective
actions:
The RIO module has detected some discrepancy or illegal values in the general
part of the module configuration setup.
Possible
consequences:
The functional consequences are unpredictable. Therefore the RIO module will go
to Maintenance mode.
Consequently the alarm itself will go to normal state.
A-60
358765/A
Message explanations
Corrective
actions:
It is detected that the RIO module is in a test or calibration mode. The RBUS
driver will automatically set the module to normal IO mode.
Possible
consequences:
In the short period of time before the mode is forced back to normal, signal values
might be blocked or erroneous.
Corrective
actions:
No action if immediately normalized and not recurrent. Else note error data and
operational information. Contact customer support.
Possible
consequences:
Corrective
actions:
Check cabinet power and earth connections. Try to reset the RIO Module. If this
does not help, replace the module.
Possible
consequences:
Corrective
actions:
Check cabinet power and earth connections. Try to restart the RIO Module.
If this does not help, replace the module.
Possible
consequences:
All affected IO channels are marked with error, and if input, values are frozen to
last valid value until the problem is solved and a manual reset is activated.
Corrective
actions:
Check cabinet power and earth connections. Try to reset the RIO Module. If this
does not help, replace the module.
358765/B
A-61
Message explanations
Possible
consequences:
All affected IO channels are marked with error, and if input, values are frozen to
last valid value until the problem is solved and a manual reset is activated.
Corrective
actions:
Check cabinet power and earth connections. Try to reset the RIO Module. If this
does not help, replace the module.
Possible
consequences:
All affected IO channels are marked with error, and if input, values are frozen to
last valid value until the problem is solved and a manual reset is activated.
Corrective
actions:
Check cabinet power and earth connections. Try to reset the RIO Module. If this
does not help, replace the module.
Possible
consequences:
All affected IO channels are marked with error, and if input, values are frozen to
last valid value until the problem is solved and a manual reset is activated.
Corrective
actions:
Check cabinet power and earth connections. Try to reset the RIO Module. If this
does not help, replace the module.
Possible
consequences:
All affected IO channels are marked with error, and if input, values are frozen to
last valid value until the problem is solved and a manual reset is activated.
Corrective
actions:
Check cabinet power and earth connections. Try to reset the RIO Module. If this
does not help, replace the module.
Possible
consequences:
All affected IO channels are marked with error, and if input, values are frozen to
last valid value until the problem is solved and a manual reset is activated.
Corrective
actions:
Check cabinet power and earth connections. Try to reset the RIO Module. If this
does not help, replace the module.
A-62
358765/A
Message explanations
Possible
consequences:
All affected IO channels are marked with error, and if input, values are frozen to
last valid value until the problem is solved and a manual reset is activated.
Corrective
actions:
Check cabinet power and earth connections. Try to reset the RIO Module. If this
does not help, replace the module.
Possible
consequences:
All affected IO channels are marked with error, and if input, values are frozen to
last valid value until the problem is solved and a manual reset is activated.
Corrective
actions:
Check cabinet power and earth connections. Try to reset the RIO Module. If this
does not help, replace the module.
An internal vital CPU voltage identified as PWR1 is out of limits, This error is by
application configured to make the RIO module non-operational.
Possible
consequences:
The RIO module is not operational. All output values are zero and input is frozen
until the problem is solved and the module is restarted.
Corrective
actions:
Check cabinet power and earth connections. Try to restart the RIO Module. If this
does not help, replace the module.
Possible
consequences:
The device connected to the actual channel might not operate as intended. If
signal is input, value is frozen to last valid input as long as alarm is active.
Corrective
actions:
358765/B
There is probably a short circuit or some external device causing too high current
in the loop.
A-63
Message explanations
Possible
consequences:
Corrective
actions:
Possible
consequences:
Corrective
actions:
Check physical loop/cabling. Remove error, and then activate manual reset.
Possible
consequences:
Corrective
actions:
The RIO modules has detected power failure on RBUS A, and within an operational
sequence that in this case will lead to lost communication.
Possible
consequences:
Corrective
actions:
Possible
consequences:
Corrective
actions:
A-64
358765/A
Message explanations
The RIO module has detected power failure on RBUS B, and within an operational
sequence that in this case will lead to lost communication.
Possible
consequences:
Corrective
actions:
Possible
consequences:
The device connected to the actual channel might not operate as intended. If
signal is input, value is frozen to last valid input as long as alarm is active.
Corrective
actions:
An erroneous connection is done so that cables for RBUS A and RBUS B have been
crossed.
Possible
consequences:
Corrective
actions:
Possible
consequences:
Corrective
actions:
The measurements on the loop terminal connections for the actual channel
indicate that the terminals have been swapped or otherwise erroneously
connected.
Possible
358765/B
A-65
Message explanations
consequences:
Corrective
actions:
Possible
consequences:
Corrective
actions:
Try to restart the RIO Module. If this does not help, replace the module.
Self test of current output loop gave error in comparing set point and feedback.
Possible
consequences:
Corrective
actions:
The RIO module built in system test has returned with error from either Flash,
WatchDog, RAM, CRC or Scheduler.
Possible
consequences:
The RIO module is not operational. All output values are zero and input is frozen.
Corrective
actions:
Try to reset RIO Module. If this does not help, replace the module! (IO is disabled
until the card is reset!)
Self test of voltage output loop gave error in comparing set point and feedback.
Possible
consequences:
Corrective
actions:
A-66
358765/A
Message explanations
RIO: Short-circuit
Description:
Possible
consequences:
The device connected to the actual channel might not operate as intended. If
signal is input, value is frozen to last valid input as long as alarm is active.
Corrective
actions:
Possible
consequences:
The RIO module is not able to complete all self test routines.
Corrective
actions:
Possible
consequences:
Second barrier may not be able to ensure shutdown. NB: Overrides all other loop
monitoring results.
Corrective
actions:
A digital signal has used too long time in transition between states.
Possible
consequences:
The device connected to the actual channel might not operate as intended. Input
value is frozen to last valid input as long as alarm is active.
Corrective
actions:
The return signal from an analog output voltage signal is outside expected limits.
Possible
consequences:
The device being controlled by the actual output signal might not operate as
intended.
Corrective
358765/B
A-67
Message explanations
actions:
The rudder angle reading shows that the rudder is not in the neutral position. This
may be due to the rudder being out of position or the rudder pumps not started.
Additional
information:
Rudder limit.
Possible
consequences:
Corrective
actions:
Check the rudder position and the rudder pumps. Set the rudder in the neutral
position.
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.
Possible
consequences:
Corrective
actions:
Check configuration.
Should this message occur during normal operation, contact Kongsberg
Maritime Service.
A-68
358765/A
Message explanations
Possible
consequences:
Corrective
actions:
If not corrected, the situation can cause overheating and eventually controller
failure.
Ensure that the fan is properly connected or replace the fan. PS must be
replaced as a unit.
Contact Kongsberg Maritime Service if this does not solve the problem.
Possible
consequences:
Corrective
actions:
This message is reported if the sensor is not Ready for DP or an error is detected
by the sensors own BITE (Built In Test Equipment).
The method of detection is by readings of signals from the sensor's "health
circuits".
Corrective
actions:
This message is reported if the difference between the value read from the sensor
and the Vessel Model value exceeds a limit. This message is only given if two
sensors are enabled.
The data from the erroneous sensor is not used by the system.
The reason for the fault may be an error in the sensor. For speed sensors, the
measurements may become unsteady due to environmental conditions, roll and
pitch or air bubbles from cavitating propeller disturbing the Doppler log.
Possible
consequences:
The DP system will automatically use data from the other sensor (if enabled).
Corrective
actions:
This message is reported if the difference between the value that is read from the
sensor and the median value of all the enabled sensors of this type exceeds a
limit. The data from the sensor is not used by the DP system.
This message can be reported when three or more sensors of this type is enabled.
The reason for the message may be a faulty sensor.
358765/B
A-69
Message explanations
Additional
information:
Possible
consequences:
The DP system will automatically use data from the other enabled sensors.
Corrective
actions:
Sensor difference
Description
This message is reported if the difference between the values read from two
sensors exceeds a limit. The reason for the message may be an error in one of the
sensors.
This message can only be given if two sensors are enabled.
Additional
information
Channel
Sensor number 1
Sensor number 2
Possible
consequences
The system may use data from the sensor that has an error.
Corrective
actions
Possible
consequences:
Corrective
actions:
Enable a sensor.
The difference between the value received from the sensor and the value
estimated in the DP PS (Process Station) exceeds limits. This may be due to an
error in the sensor or its interface to the DP PS.
Additional
information:
Channel
Corrective
actions:
A-70
358765/A
Message explanations
The rate of turn limit received from the external seismic computer was less than
operator selected rate of turn.
Additional
information
Possible
consequences
Vessel might not be able to follow planned track/turn due to the limitation
received from seismic computer.
Corrective
actions
The change in speed setpoint received from the external seismic computer was
larger than normal and was rejected.
Possible
consequences
Speed setpoint not updated. The old speed setpoint will be used.
Corrective
actions
Verify that the new speed setpoint is correct. Use smaller steps when changing the
speed.
The change in track offset received from the external seismic computer was larger
than normal.
Possible
consequences
Corrective
actions
The change in track direction received from the external seismic computer was
larger than normal.
Possible
consequences
Corrective
actions
358765/B
A-71
Message explanations
Possible
consequences:
Corrective
actions:
Possible
consequences:
Corrective
actions:
Enter the correct alongship speed in the speed sensor dialog. Enable speed
sensors if applicable.
The BOP (Blow Out Preventer)/Riser/Stack sensor status is not OK. The reading of
sensor data failed internally in the DP, possibly due to a sensor interface error.
Possible
consequences
Corrective action
A-72
358765/A
Message explanations
Possible
consequences:
Corrective
actions:
BITE (Built In Test Equipment) has checked the bottom 1024 bytes of every stack
and detected that one of these data areas has been used or written to.
If the alarm is caused by an excessive stack usage from a task, and the free
stack area for the actual task is not near zero (i.e. closer to 1024 than to 0),
it is possible that the system would continue to function without problems,
Additional
information
Possible
consequences
The DP system will keep the status of the signal as it was when the failure
occurred. I.e. the DP system will not detect any changes for the connect signal.
Corrective
actions
There was a file decode error when decoding the ASCII (American Standard Code
for Information Interchange) system parameter files or the ASCII files do not
exist.
Additional
information:
Explanatory text
Possible
consequences:
The system parameters were not read properly. The system may become unstable
and the PS (Process Station) may stop.
Corrective
actions:
Switch from DP to Manual control. Try to reset the PS. Contact Kongsberg
Maritime Service.
358765/B
A-73
Message explanations
Possible
consequences:
Corrective
actions:
There was an inconsistency in the data when decoding the ASCII (American
Standard Code for Information Interchange) system parameter files.
Additional
information:
Explanatory text
Possible
consequences:
The system parameter files have not been configured correctly and the system
may become unstable.
Corrective
actions:
There was an error when trying to open an ASCII (American Standard Code for
Information Interchange) system parameter file for reading. This may be because
the file does not exist in the expected directory or the file properties do not allow
the file to be read.
Additional
information:
Explanatory text
Possible
consequences:
The system parameters are not read properly. The system may become unstable
and the PS (Process Station) may stop.
Corrective
actions:
A-74
358765/A
Message explanations
There was an error when trying to open an ASCII (American Standard Code for
Information Interchange) file for writing. Either the file does not exist in the
expected directory, or the file properties do not allow writing to the file.
Additional
information:
Explanatory text
Possible
consequences:
There was an error when writing ASCII (American Standard Code for Information
Interchange) system parameters to disk. The number of bytes written was not as
expected.
Additional
information:
Explanatory text
Possible
consequences:
The system parameters were not written properly. There may be a problem next
time the file is to be read.
Possible
consequences:
The system selected heading function can not be used at this time.
Possible
consequences:
Corrective
actions:
358765/B
Most likely the system has stopped completely if the timer is malfunctioning, so a
report of this error may also be based on an erroneous detection.
A-75
Message explanations
The reason is probably a failure in the Sys-Tick timer. But the probability of
getting this system alarm reported, is very low, since the whole program system is
executed based on this timer.
Possible
consequences:
Most likely the system has stopped completely if this timer is malfunctioning, so a
report of this error may also be based on an erroneous detection.
Corrective
actions:
Replace the PS (Process Station). Note the alarm text, describe the current
operation executed and enclose this data when delivering the PS to
Kongsberg Maritime Service for repair.
Contact Kongsberg Maritime Service if this does not solve the problem.
Possible
consequences:
Corrective
actions:
Telegram timeout
Description:
This message is reported if an expected telegram did not arrive within the timeout
limit which indicates a fault in the net communication with the position-reference
system/sensor. The reason for the fault may be a problem with the net interface
hardware, for example:
Cable from reference system broken.
Interface - bad connection.
Plug badly inserted.
Broken interface on SBC.
The method of detection is nothing received from the reference system/sensor.
Possible
consequences:
The data from the reference system/sensor is lost. The consequences depend
upon the type of operation.
If the fault relates to a position-reference system, and no other reference system
is enabled, you will get position drop-out after 30 seconds.
Corrective
actions:
A-76
358765/A
Message explanations
According to the read input signals the thruster is ready but not running. This is
an inconsistent situation.
The reason for this may be failure in thruster feedback equipment or input
interface.
Possible
consequences
Corrective
actions
This message is reported if the measured feedback is too high or too low.
The method of detection is that the measured feedback has a value greater than
maximum or less than minimum allowed value. - Feedback short circuit or open
loop.
The reason for this fault may be failure in the output interface, thruster control
equipment or input interface.
Additional
information:
Possible
consequences:
358765/B
If the feedback loop is faulty the performance will be nearly unaffected. If the
control loop is faulty unexpected movements may be the result. The system will
use estimated feedback instead of measured feedback.
A-77
Message explanations
Corrective
actions:
If control seems to be degraded the thruster should be switched off. Check the
input/output interface. Compare measurements on the DP Operator Station
display with indicators on the bridge console. Replace input interface if there is
considerable deviation. If not, replace appropriate output interface.
This thruster, propeller or rudder is not ready (even though it may recently have
been ready).
The reason for this fault may be that the ready state from thruster, propeller or
rudder system is not active. It can also be an error in thruster, propeller or rudder
electronics, digital input interface, or cabling.
Possible
consequences:
Corrective
actions:
Additional
information:
Possible
consequences:
If the feedback loop is faulty the performance will be nearly unaffected. If the
control loop is faulty unexpected movements may be the result. The system may
use estimated feedback instead of measured feedback depending on configuration.
Corrective
actions:
This message is reported if the thruster has become ready for use on DP/TC
(Thruster Control). This means that the thruster can now be controlled by DP/TC.
The reason for this is that the thruster was started from the TC Operator Station,
or the command for the thruster was transferred to DP/TC.
A-78
358765/A
Message explanations
Possible
consequences:
Thruster malfunction.
Corrective
actions:
Check the SVC (Kongsberg Vessel Control) Operator Station for details.
This message is reported because the input from the triangular "sine-cosine" pot.
meter indicates an error.
The reason for this is failure in the thruster feedback equipment or the input
interface.
Possible
consequences:
If the feedback loop is faulty the performance will be nearly unaffected. If the
control loop is faulty unexpected movements may be the result. The system may
use estimated feedback instead of measured feedback depending on configuration.
Corrective
actions:
If control seems to be degraded the thruster should be switched off. Check the
input interface and the thruster feedback equipment.
This message is reported if the azimuth or rudder angle is limited in Autopilot and
other high speed modes.
The method of detection is comparing the setpoint with the operator-specified
maximum Turn-angle for Steering Rudders/Azimuth Thrusters.
The reason for this fault may be that a low Surge demand results in a low
available moment.
Additional
information:
Possible
consequences:
Degraded performance.
Corrective
actions:
Increase the Surge demand. Check the actual heading and heading setpoint, and
check the operator-specified maximum Turn-angle for Steering Rudders/Azimuth
Thrusters.
Use another operational mode e.g. Joystick - Increase Surge demand or increase
the maximum Turn-angle for Steering Rudders/Azimuth Thrusters.
Possible
consequences:
358765/B
A-79
Message explanations
Corrective
actions:
Possible
consequences:
Corrective
actions:
Only a finite number of tasks can be supervised by the software Watchdog. Too
many tasks have been registered.
Possible
consequences:
Corrective
actions:
Transmission timeout
Description:
This message is reported if an expected telegram did not arrive within the timeout
limit which indicates a fault in the net communication with the position-reference
system/sensor. The reason for the fault may be a problem with the net interface
hardware, for example:
Cable from reference system broken.
Interface - bad connection.
Plug badly inserted.
Broken interface on SBC.
The method of detection is that no data is received from the reference
system/sensor.
Possible
consequences:
The data from the reference system/sensor is lost. The consequences depend
upon the type of operation.
If the fault relates to a position-reference system, and no other reference system
is enabled, you will get position drop-out after 30 seconds.
A-80
358765/A
Message explanations
Corrective
actions:
Unconnected IO blocks
Description:
IO configuration error.
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.
Possible
consequences:
Corrective
actions:
Should this message occur during normal operation, contact Kongsberg Maritime
Service.
Unconnected IO modules
Description:
IO configuration error.
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.
Possible
consequences:
Corrective
actions:
Should this message occur during normal operation, contact Kongsberg Maritime
Service.
The reason is probably that the release you are using are missing the proper error
handling for a BITE-related Built In Test Equipment) error for a specific target.
Possible
consequences:
Due to the missing handling of this error, there is no simple way of finding out the
consequences.
358765/B
A-81
Message explanations
Corrective
actions:
Corrective
actions:
Check UPS.
UPS failure
Description:
Possible
consequences:
Corrective
actions:
Check UPS.
The vessel should not be on DP.
This message is reported if the difference between the system UTM (Universal
Transversal Mercator) zone and the actual position exceeds a limit where accuracy
of displayed coordinates will be degraded. Also the difference between the true
heading and grid heading will be large.
The reason for this fault is that the manually selected UTM-zone is wrong or
position has changed significantly since the start of DP mode.
The method of detection is that the Actual Position is compared to zone.
Additional
information:
Possible
consequences:
Corrective
actions:
A-82
358765/A
Message explanations
This message is reported if the difference between the value read from the sensor
and the historical data of the sensor exceeds a limit.
The data from the erroneous sensor is not used by the system.
The reason for the fault may be an error in the sensor or the interface to the
sensor.
Additional
information
Possible
consequences
The DP system will automatically use data from (one of) the other enabled
sensor(s).
Corrective
actions
VRS difference
See Sensor difference.
A task has not been able to execute for a long time and the PS is close to be
stopped by the software Watchdog.
Possible
consequences:
358765/B
A-83
Message explanations
Corrective
actions:
A dump is the best way to identify the reason for the error if a PS stops:
A memory dump starts, if auto-dump is configured.
If the PS is not configured to start auto-dump automatically, start the dump
manually:
Write the command sbcDump "-d" from the telnet/Hyperterminal.
Restart the PS when the dump is complete (after max. 10 minutes).
Send the dump to Kongsberg Maritime Service with information about which
release the installation is running. A Description: of what operations were
executed in the time around when the PS stopped, must also follow the dump.
If something is not clear, contact Kongsberg Maritime Service.
If the PS does not stop, inform Kongsberg Maritime Service about the incident.
The failure is probably a failure in the Watchdog timer, used for watching the task
execution performance.
Possible
consequences:
If the Watchdog timer does not work, task execution is not supervised. Normally
this is not critical, but if a task for some reason gets in a "hung-up" situation, a
failsafe operation to stop the PS (Process Station), is not executed.
Problem with Watchdog timers might also cause unintentional PS stops.
Corrective
actions:
The reason is probably a failure in the WatchDog timer, used for watching the task
execution performance.
Possible
consequences:
If the watchdog timer does not work, task execution is not supervised. Normally
this is not critical, but if a task for some reason gets in a "hang-up" situation, a
failsafe operation, to stop the PS (Process Station), is not executed. Problem with
watchdog timers might also cause unintentional PS stops.
Corrective
actions:
Replace the PS (Process Station). Note the alarm text, describe the current
operation executed and enclose this data when delivering the PS to Kongsberg
Maritime Service for repair.
Contact Kongsberg Maritime Service if this does not solve the problem.
A-84
358765/A
Message explanations
Wind difference
See Sensor difference.
Wind sensor height above sea level is not valid. Used draught may be incorrect.
No height compensation on wind speed is performed on this sensor.
The method of detection is a check on draught settings, and wind sensor height.
The reason for this fault may be that the draught measurement (or input) is
wrong. It can also be that the wind sensor height is not configured right.
Additional
information:
Possible
consequences:
Corrective
actions:
Investigate draught and wind sensor. Correct draught. If wind sensor is in use
change to a different sensor.
BITE (Built In Test Equipment) has discovered that in some part of the SW, a
zero-pointer has been utilized to execute a memory write instruction in the
address area below 0x500 (normally an overwriting from address 0x0 and
upwards).
Possible
consequences:
This is a serious system-error, since the lower address-area is normally used for
system-purposes, and must not be used by application. The reason for this type of
error is probably an improper or missing zero-pointer test in some of the software.
The system information in the lower address-area is normally self-reinitialized, but
the functional consequences of a zero pointer usage are unpredictable.
The PS (Process Station) will probably stop.
Corrective
actions:
358765/B
Contact Kongsberg Maritime Service if this does not solve the problem.
A-85
Message explanations
A-86
358765/A
2012
Kongsberg Maritime