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Kongsberg cJoy OT

Remote DP Operator Terminal


Operator Manual
Release 8.1

358765/B
June 2012

Kongsberg Maritime AS

Document history
Document number: 358765
Rev. A

April 2012

This version describes the operation of the cJoy DP Operator


Terminal at basis software release 8.1.0.

Rev. B

June 2012

This version describes the operation of the cJoy DP Operator


Terminal at basis software release 8.1.1.

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

USER INTERFACE ............................................................ 15


cJoy DP operator terminal ......................................................................................15
Controls and indicators...........................................................................................16
Panel buttons and indicators ........................................................................ 16
Heading wheel and buttons.......................................................................... 17
Dialog input buttons.................................................................................... 17
Input dialog selection buttons ...................................................................... 18
Colour display ............................................................................................ 18
View selection buttons ................................................................................ 18
Silence/ack. button and alarm indicator ........................................................ 19
Command control buttons ........................................................................... 19
Operational mode buttons............................................................................ 19
Joystick buttons .......................................................................................... 20
Three-axis joystick...................................................................................... 20

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

Input dialogs ...........................................................................................................40


Available input dialogs................................................................................ 40
Dialog selection.......................................................................................... 41
General Setup ............................................................................................. 41

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Kongsberg cJoy OT

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

System status views and input dialogs ...................................................................56


View and dialog selection............................................................................ 56
Equipment view.......................................................................................... 57
System Setup input dialog ........................................................................... 58
Software Upgrade and Restart input dialog ................................................... 59
System Information view............................................................................. 61

MESSAGE SYSTEM ........................................................... 62


System diagnostics .................................................................................................62
Operational checks .................................................................................................62
Audible and visual indications ..................................................................... 63

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

STARTING OPERATIONS ................................................. 71


System start-up .......................................................................................................71
Command transfer ...................................................................................... 71
Taking command ........................................................................................ 72
Giving command ........................................................................................ 72

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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Operator Manual

Upgrading the operator terminal software..............................................................82


Upgrading the controller PS software ....................................................................82
OPERATING MODES ........................................................ 85
Standby mode .........................................................................................................85
Returning to Standby mode/manual levers .................................................... 86

Joystick mode .........................................................................................................86


From Standby mode to Joystick mode .......................................................... 87
Heading and position information ................................................................ 88
Mixed Joystick/Auto modes ........................................................................ 88
Joystick mode with automatic heading control .............................................. 88
Joystick mode with automatic position control in both surge and sway ........... 89
Joystick mode with automatic stabilisation ................................................... 90

Station Keeping mode ............................................................................................91


From Joystick mode to Station Keeping mode .............................................. 91

Autopilot mode.......................................................................................................92
Entering the Autopilot mode........................................................................ 92
Changing heading ....................................................................................... 93
Leaving the Autopilot mode ........................................................................ 94

OPERATING PROCEDURES .............................................. 95


Thrusters .................................................................................................................95
Displayed thruster information..................................................................... 95
Enabling thrusters ....................................................................................... 96
Disabling thrusters ...................................................................................... 96
Selecting the thruster allocation mode .......................................................... 96
Setting the minimum RPM .......................................................................... 97
Selecting the combinator mode .................................................................... 98

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

Wind sensor ..........................................................................................................100


Displayed wind information ...................................................................... 101
Enabling the wind sensor........................................................................... 101
Disabling the wind sensor.......................................................................... 101
Faulty wind sensor .................................................................................... 101
Rejection of faulty wind data ..................................................................... 101
Operating without wind sensor input .......................................................... 102

Vertical reference sensor ......................................................................................102


Displayed VRS information....................................................................... 103

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Kongsberg cJoy OT

Enabling the VRS ..................................................................................... 103


Disabling the VRS .................................................................................... 103
Faulty VRS .............................................................................................. 103

Speed sensors .......................................................................................................103


Displayed Speed information..................................................................... 104
Enabling a speed sensor ............................................................................ 104
Disabling a speed sensor ........................................................................... 104
Entering and enabling a manual speed value ............................................... 104
Disabling a manual speed value ................................................................. 105

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

Selecting the vessel draught .................................................................................109


Joystick settings....................................................................................................110
Setting the joystick thrust .......................................................................... 110
Joystick precision ..................................................................................... 110
Environmental compensation......................................................................111
Selecting the vessel rotation centre..............................................................112

Controlling the vessel heading .............................................................................113


Changing the heading setpoint ................................................................... 113
Stopping a change of heading .................................................................... 114
Selecting the controller gain level .............................................................. 114
Setting the Rate Of Turn............................................................................ 115

Controlling the vessel position .............................................................................115


Selecting the controller gain level .............................................................. 115
Changing the vessel position using the joystick........................................... 115

Setting heading and position limits ......................................................................116


Heading deviation..................................................................................... 116
Position deviation ..................................................................................... 117

Autopilot setup .....................................................................................................118


Selecting the autopilot gain level................................................................ 118
Setting the counter rudder gain .................................................................. 118
Setting the auto trim gain........................................................................... 119
Enabling weather compensation................................................................. 120
Disabling weather compensation................................................................ 120
Setting the autopilot Rate Of Turn.............................................................. 120
Setting the maximum rudder angle for automatic heading control ................ 120
Setting the maximum rudder angle for joystick heading control ................... 121

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Operator Manual

Selecting the steering mode ....................................................................... 121


Selecting the steering group....................................................................... 122

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Kongsberg cJoy OT

Glossary
Abbreviations
AP

Autopilot (a device for automatic heading control)

BIST

Built-In Self Test

BITE

Built-In Test Equipment

CCW

Counter Clockwise

cJoy

Kongsberg Compact Joystick system

cPos

Kongsberg Compact Dynamic Positioning system

CW

Clockwise

DP

Dynamic Positioning

DPC

Dynamic Positioning Controller

GPS

Global Positioning System

I/O

Input/Output

IMO

International Maritime Organisation

KM

Kongsberg Maritime

K-Pos

Kongsberg Dynamic Positioning system

OS

Operator Station

OT

Operator Terminal

PS

Process Station

RCU

Remote Control Unit

ROT

Rate Of Turn

RPM

Revolutions Per Minute

VRS

Vertical Reference Sensor

WT

Wing Terminal

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System overview

System overview

This section contains the following topics:


The cJoy system.................................................................................................................9
Basic forces and motions ...................................................................................................9
System principles .............................................................................................................11

The cJoy system


The Kongsberg Joystick system (cJoy DP) is a computerised steering control system with
manual, semi automatic and optional full automatic control capability.
This system integrates control of the vessel's propulsion systems in a single joystick
and has added features for automatic heading control and selection of vessel rotation
point. It also has, as options, automatic position control (station keeping) and steering
along a selected course (autopilot).
Vessel movement is manually controlled using the joystick. Tilting the joystick causes
the vessel to move in the fore/aft and port/starboard directions whilst rotating the joystick
causes the vessel to change heading.
When automatic heading control is selected, the vessel's heading is controlled
automatically based on measurements from a gyrocompass, while the vessel's position
is controlled manually from the joystick.
When automatic position control (station keeping) is selected, the vessel's position is
maintained at the current location based on measurements from a wind sensor, vertical
reference sensor and position-reference system.
Deviations from the desired heading or position are automatically detected and
appropriate adjustments are made by the system.

Basic forces and motions


A seagoing vessel is subjected to forces from wind, waves and current, as well as from
forces and moments generated by the vessel's propulsion system.

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Kongsberg cJoy OT

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

Forces and motions

The vessel also moves in three vertical degrees of freedom: pitch, roll and heave.
Figure 2

(CD3292)

10

Pitch, roll and heave

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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cJoy DP system block diagram

11

Kongsberg cJoy OT

The Kalman Filter


The Kalman Filter estimates the vessel's heading, position and velocity in each of the
three degrees of freedom - surge, sway and yaw. It also incorporates algorithms for
estimating the effect of sea current and waves.
The Kalman Filter uses a vessel model which includes hydrodynamic characteristics
such as drag coefficients and virtual mass data. This model, called the Mathematical
Vessel Model, describes how the vessel responds to an applied force, e.g. wind and
thrusters. The mathematical model itself is never a 100% accurate representation of
the real vessel. However, by using the Kalman filtering technique, the model can be
continuously corrected.
The vessel's heading and position are measured using the gyrocompass and
position-reference system, and are used as input data to the system. These measurements
are compared with the predicted or estimated data produced by the mathematical model,
and the differences are then used to correct the model.
Figure 4 Block diagram showing the Kalman filter
IndividualThruster
Commands

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)

The Kalman Filter provides the following advantages:


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

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System overview

In the absence of position measurements, the model provides a dead-reckoning


mode. This means that the system is able to perform positioning for some time
without position updates from a position-reference system.
In the Kalman Filter, the Mathematical Vessel Model's reliability and the noise
level of the position measurement are the basis for deciding how much to trust each
measurement. As time elapses the model reliability will increase through continuous
updates from measured vessel response.
The process is adaptive. If, for example, the position-reference system is active and
it has a low update rate, the model reliability will decrease in the periods between
measurements, and the vessel model will therefore be heavily updated with each
measurement.
A Kalman Filter is also used for the heading information based on measurement from
the gyrocompass.
Additional advantages may be obtained by use of speed measurement. This can be used
as an addition to position measurements to improve the vessel speed control, and to make
calibration of position measurements faster when sailing at high speed.
A combination of speed measurement and a position-reference system will be better able
to handle dropout of position measurements during sailing (autopilot).
The speed measurement interface can be DGPS or Doppler Log.

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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Kongsberg cJoy OT

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.

14

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User interface

User interface

This section contains the following topics:


cJoy DP operator terminal ...............................................................................................15
Controls and indicators ....................................................................................................16
Display layout ..................................................................................................................21
Operational views ............................................................................................................27
Input dialogs ....................................................................................................................40
System status views and input dialogs.............................................................................56

cJoy DP operator terminal


The cJoy DP operator terminal (cJoy OT) is the main operator interface for the
stand-alone joystick system.
It is designed for manual and semi-automatic joystick operations.
Figure 5

cJoy DP operator terminal

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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Kongsberg cJoy OT

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.

Controls and indicators


The controls and indicators on the operator terminal are divided into the following
functional groups.

Panel buttons and indicators


This group comprises three buttons and two indicators.
Dim

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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User interface

Heading wheel and buttons


This group comprises a heading wheel and three buttons.
The heading wheel increases and decreases the heading
setpoint when the change heading function is active.
The Set heading button activates and terminates the change
heading function.

Set
heading

The - (decrease) button activates the change heading function


and decreases the heading setpoint when the change heading
function is active.
The + (increase) button activates the change heading function
and increases the heading setpoint when the change heading
function is active.
For further details concerning the change heading function see
Changing the heading setpoint on page 113.

Dialog input buttons


This group comprises six buttons.
The
and
buttons select (within the displayed input
dialog) the field that is to be in focus (see Field navigation
on page 55).
and
buttons change the value of the input field that
The
is in focus (see Changing values and options on page 55).
Enter

Cancel

These two buttons can also be used to display and navigate


through multiple views and subviews (see Multiple Thruster
views on page 37 and Thruster subviews on page 37).
The Enter button confirms and stores changed values and
options in the displayed input dialog (see Saving changed
values and options on page 56).
The Cancel button cancels changed values and options in the
displayed input dialog. It also closes the displayed input dialog
(see Discarding changed values and options on page 56).
The four arrow buttons together with the Enter button are also
used during panel dimming (see Panel dimming on page 74) and
joystick calibration (see Joystick calibration on page 77).

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Kongsberg cJoy OT

Input dialog selection buttons


General
setup

Sensor
enable

Thruster
enable

Limits

Pilot
setup

This group comprises five buttons.


The General setup button displays and closes the General
Setup input dialog (see General Setup on page 41).
The Sensor enable button displays and closes the Sensor
Enable input dialog (see Sensors on page 42).
The Thruster enable button displays, cycles through and
closes the Thruster Enable input dialogs (see Thruster Setup
on page 47).
The Limits button displays and closes the Limits input dialog
(see Alarm Limits on page 50).
The Pilot setup button displays and closes the Pilot Setup
input dialog.
This button is only used if the optional Autopilot mode is
available in the system.

Colour display
This is a high-resolution colour display (see Display layout on page 21).

View selection buttons


This group comprises four buttons.
Views

The Views button displays and cycles through the operational


views (see View selection on page 27).
System

Day/
night

Alarms

18

The System button displays, cycles through and closes the


system status views and input dialog (see View and dialog
selection on page 56).
The Day/night button toggles the day and night palettes (see
Day and night palettes on page 77).
The Alarms button displays and closes the Message view (see
Presentation of messages on page 64).

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User interface

Silence/ack. button and alarm indicator


This group comprises a single button with an alarm indicator.
The Silence/ack. button stops the audible signal horn from
sounding. It also acknowledges alarms and warning messages
(see Acknowledging messages on page 66).

Silence/
ack.

The red alarm indicator above the Silence/ack. button (when


steadily lit or flashing) indicates that alarm and/or warning
states exist in the system (see Alarm indicator on page 67).

Command control buttons


This group comprises two buttons with green status indicators.
Take

The Take button transfers control of the system to the operator


terminal (see Taking command on page 72).

Give

The Give button enables a wing terminal (if installed) to take


control of the system (see Giving command on page 72).

Operational mode buttons


This group comprises eight buttons with green status indicators.
Stand
by

Joystick

Auto
heading

The Standby button selects Standby mode (see Standby mode


on page 85).
Station
keeping

Auto
surge

Auto
pilot

Auto
sway

The Joystick button selects Joystick mode (see Joystick mode


on page 86).
The Station keeping button selects Station Keeping mode
provided that this option is available in the system (see Station
Keeping mode on page 91).
The Auto pilot button selects Autopilot mode provided that
this option is available in the system.

Present
heading

The Auto heading button selects automatic heading control


(see Joystick mode with automatic heading control on page 88
and Joystick mode with automatic stabilisation on page 90).
The Auto surge button (see Note below) selects automatic
surge control (see Joystick mode with automatic position
control in both surge and sway on page 89, Joystick mode
with automatic stabilisation on page 90 and Station Keeping
mode on page 91).
The Auto sway button (see Note below) selects automatic
sway control (see Joystick mode with automatic position
control in both surge and sway on page 89, Joystick mode
with automatic stabilisation on page 90 and Station Keeping
mode on page 91).

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Kongsberg cJoy OT

The Present heading button selects the present heading (see


Stopping a change of heading on page 114).
Note

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

The Full thrust button toggles the joystick thrust setting


between Full and Reduced (see Setting the joystick thrust on
page 110).
The Fore pivot button selects the fore of the vessel as the
rotation centre in Joystick mode (see Selecting the vessel
rotation centre on page 112).
The Centre pivot button selects the centre of the vessel
(midships) as the rotation centre in Joystick mode (see
Selecting the vessel rotation centre on page 112).
The Aft pivot button selects the aft of the vessel as the rotation
centre in Joystick mode (see Selecting the vessel rotation
centre on page 112).

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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User interface

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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Kongsberg cJoy OT

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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User interface

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.

The vessel heading (either as estimated by the Vessel Model,


or from the gyrocompass in use) is shown graphically against a
rotating compass rose and as a numeric value.
The heading setpoint is shown graphically on the compass rose
as an orange triangle.
When the system is in Joystick mode (with or without automatic
heading control selected) or Station Keeping mode, the
displayed vessel heading is as estimated by the Vessel Model.
This is indicated by the text Model being shown under the
numeric value.
When system is in the optional Autopilot mode, the displayed
vessel heading is from the gyrocompass in use. This is indicated
by the name of the gyrocompass, e.g. Gyro1 being shown
between the two arrows.

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Kongsberg cJoy OT

If no gyrocompasses are available, or the gyrocompass


measurements are invalid, the vessel heading as estimated by
the Vessel Model, based on the last known measured heading
from the gyrocompass, is displayed. This is indicated by the
background colour of the numeric value for the vessel heading
changing to pink.
The vessel's Rate Of Turn (ROT) is shown numerically in
degrees per minute to port or starboard.
If no gyrocompasses are available or the vessel's Rate Of Turn
value is faulty, the ROT value is displayed as dashes (- - . -) on
pink background.
Joystick heading control

When the system is under joystick heading control in Joystick


mode, the turning force setpoint and the resulting vessel
response are shown by a bidirectional bar and a numeric value.
The rotation of the joystick is indicated by a dark-grey triangle.
The turning force setpoint is indicated by the orange line and a
light-grey triangle.
The obtained turning moment is indicated by numeric value (in
percent port or starboard). With full thrust selected, the range
is 100% port to 100% starboard whereas with reduced thrust
selected, the range is typically, 50% port to 50% starboard.
Automatic heading control

When automatic heading control is selected, the heading


deviation is displayed. The colour of the frame around the bar
changes to yellow when warning limits are exceeded, and the
bar is filled with red when alarm limits are exceeded.
Heading deviation is indicated by a bidirectional bar that
represents the deviation from the heading setpoint. The colour
of the frame around the bar changes in relation to the heading
warning and alarm limits:
Grey No limits active
Yellow Warning limit exceeded
Red Alarm limit exceeded

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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.

If a position-reference system is installed (for the optional


Station Keeping and Mixed Joystick/Auto modes) and it is
enabled and providing valid position-reference data, the vessel
position is displayed (in global or local coordinates) across the
top of the Position area.

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

The pane displays joystick-related information during Joystick


mode.
The joystick setpoint is indicated by the orange line and shown
as two percentage values (ahead or astern for surge and port
or starboard for sway).
The obtained response (feedback) is indicated by the blue bar.
The tilt of the joystick is indicated by the filled grey circle and
dashed grey coordinate lines that are positioned relative to the
centre of the cross formation (zero tilt).
Note

The joystick setpoint relative to the joystick tilt depends on the


joystick thrust and joystick precision settings.

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Mixed Joystick/Auto modes

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.

Position deviation in the axis under automatic control is


indicated by a single bidirectional bar which represents the
deviation from the position setpoint. The colour of the frame
around the bar changes in relation to the position warning and
alarm limits:
Grey No limits active
Yellow Warning limit exceeded
Red Alarm limit exceeded

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Station Keeping mode

In the optional Station Keeping mode, a position deviation


symbol is displayed.
The position deviation is indicated by a filled circle whose
radius represents the deviation from the position setpoint. The
colour of the circle changes in relation to the position warning
and alarm limits (if active):
Grey Within the limits
Yellow Warning limit exceeded
Red Alarm limit exceeded

Autopilot mode

In the optional Autopilot mode, the joystick setpoint and joystick


response for the surge axis is indicated as described for Joystick
mode (see Joystick mode on page 25).
The direction of the joystick tilt is indicated as described for the
axis under joystick control in Mixed Joystick/Auto modes (see
Mixed Joystick/Auto modes on page 26).

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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Graphical display of the vessel with thruster and main propulsion


unit symbols in accordance with the vessel's thruster and propulsion
configuration together with a thrust force symbol (in the centre) that
shows the resulting thrust and turning forces.
Each thruster and main propulsion unit symbol contains a blue
bidirectional bar that shows the thrust force and its direction relative
to the surge and sway axes of the vessel.
Azimuth thruster symbols have an arrow head at one end that indicates
the direction of the thrust force.
If the rudders are controlled, the main propulsion unit symbols have
curved bars at the aft end that represent the rudder angle.
The direction and magnitude of the resulting thrust force is
represented by a straight blue line whereas the resulting turning force
is represented by a circular blue line.
If a thruster and main propulsion unit is not running or is not ready,
its symbol is disabled (the bar is filled grey).
If the thrust force for a thruster or main propulsion unit exceeds 60%,
a yellow frame appears around the bar.
If the thrust force for a thruster or main propulsion unit exceeds 80%,
a red frame appears around the bar.

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

This information is not displayed when the centre of the vessel


(midships) is selected as the rotation centre by the Center Pivot
button.
In Auto Pilot mode the direction and value of the alongships speed
along the vessel centre as measured by the selected speed sensor, e.g.
GPS # for a GPS speed sensor and DOP # for a Doppler Log speed
sensor.
If more than one speed sensor is selected, the name of the sensor with
the highest priority is shown. Normally a GPS speed sensor has a
higher priority than a Doppler log speed sensor.
The type of speed output from the selected sensor is indicated by a
three-letter abbreviation:
SOG Speed over the sea-bed (ground speed).
STW Speed through the water.
If no speed sensors are selected or available, the vessel speed data is
provided by the vessel model, and the direction arrow and sensor
name are replaced by the red text Model.

If no speed sensors are selected or available and the system is


prepared for manual speed input, the direction arrow and sensor name
are replaced by the red text Manual speed in use.

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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

The SWBD status indicator is an option for vessels with diesel


electric power generating systems.

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Wind area

The Wind area shows (by means of an arrow that points at a


vessel symbol) the direction of the wind relative to the fore/aft
and port/starboard axes of the vessel. It also shows the true wind
speed as numeric value.
The units for wind speed (m/s or kn) depend upon the type of
units selected in the System Setup input dialog (see System Setup
input dialog on page 58).

If the wind sensor is disabled or becomes unserviceable the last


known valid wind sensor measurement is used and the sensor
name is replaced by the word Freeze on pink background.

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Orientation of the main view

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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Main view on a starboard facing operator terminal

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Position-reference System view


The Position-reference System view is only provided if the optional Station Keeping
mode is available. It shows the individual and resulting performance of the
position-reference systems that are currently enabled.

Position

The values for the calibrated position (from the position-reference


system) as used by the system.

Position Setpoint

The wanted position for the vessel.

Reference origin
sensor:

The name of the position-reference system providing the


reference origin.

Reference name

The name of the position-reference system.


When the position-reference system is providing the reference
origin its name is marked with an asterisk (*).

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Status

The operational status of the position-reference system,


which can be Calibrating, Online, Offline or Lost. If the
position-reference system is in a monitoring state (operating but
not providing position-reference data) the status text is displayed
with the prefix Mon, e.g. Mon Online.
If the measurements are acceptable, Calibrating or Online are
displayed.
If the measurements are lost, Offline is displayed with red frame
around the circle. If the measurements are lost during calibration,
Lost is displayed with red frame around the circle.

Weight

A blue horizontal bar that shows the weighting factor applied to


the measurements from the position-reference system during
the last second.
Because the system only has one position-reference system, its
Weight will always be one (full bar) when the position-reference
system has an Online status.
If no new update is received from the position-reference system
during the previous second, the Weight for the system is set to
minimum (zero).

Standard deviation

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A blue horizontal bar that shows the standard deviation of the


position measurements from the position-reference system.

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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

Shows the running status of a thruster or main propulsion unit.


The running status is often calculated. In this situation the
running status is obtained from the ready status and normally
they will be identical.

Ready

Shows if a thruster, main propulsion unit or rudder is available


for control by the system.

Enabled

Shows if a thruster, main propulsion unit or rudder is enabled or


disabled for control by the system.

Load

The estimated power consumption for a power controlled thruster


or main propulsion unit as a percentage (%) of the available
power.

Pitch

The pitch setpoint for a pitch controlled thruster or main


propulsion unit in percent (%).

RPM

The speed setpoint for a speed (rpm) controlled thruster or main


propulsion unit in percent (%).

Force

The estimated force for a force controlled thruster or main


propulsion unit in percent (%).

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Angle

The azimuth angle setpoint of an azimuth thruster or rudder in


degrees.
Indicates that the Thruster view is divided into one or more views.
Indicates that the Thruster view has subviews for the thrusters
and main propulsion units.

Multiple Thruster views

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.

The next Thruster view is selected and displayed by pressing the


and a return to the previous Thruster view is made by pressing the

button on the panel


button.

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)

Shows if a sensor is enabled or not for use by the system.


the sensor is in use.
the sensor is enabled but not in use.
the sensor is not enabled.
the readings from the sensor are not OK.

(Gyro) Heading

The vessel heading as measured by the gyrocompass.

(Wind) Speed

The relative wind speed and direction as measured by the wind


sensor.

(Wind) Direction

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(VRS) Pitch
(VRS) Roll

The vessel pitch and roll as measured by the vertical reference


sensor.
The following sign convention is used for pitch and roll:
Pitch + is bow up
Roll + is port up

(GpsSPD) Speed
(GpsSPD) Direction

The vessel speed and course as measured by the GPS speed


sensor.

(DopLog) Surge SPD The vessel alongships and athwartships speed as measured by
the Doppler Log speed sensor.
(DopLog) Sway SPD

Power Consumption view


The optional Power Consumption view shows the available and consumed power for
each connect-switchboard and the switchboards included in this connect-switchboard.

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The consumed power for each connect-switchboard is shown


in graphical form as a percentage of available power for each
connect-switchboard.
The number of bargraphs shown will be automatically adjusted
to reflect the vessel's current connect-switchboard configuration,
i.e. when it changes due to bus-tie breakers being opened/closed.
Each bargraph has a blue bar and two predefined power
consumption limits (one for warning and one for alarm) that are
shown as dashed horizontal lines. If the lower (warning) limit
(typically 60%) is exceeded the colour of the frame around the
bar changes to yellow. If the upper (alarm) limit (typically 80%)
is exceeded the colour of the frame around the bar changes to red.
The consumed power for a switchboard group.
The switchboards that are included in each connect-switchboard
(Conn-swbd 1, Conn-swbd 2, Conn-swbd 3, etc.) are designated
SwbdA, SwbdB, SwbdC, etc.
The available power for a switchboard group.

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.

Available input dialogs


The following input dialogs are provided:
General Setup
Sensors
Thruster Setup
Alarm Limits
Pilot Setup (option)
Heading Setpoint pop-up

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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

Sensor Enable input dialog with a position-reference system

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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Figure 8 Sensor Enable input dialog with two gyrocompasses

Sensor

The name and identification number of each position-reference system and sensor.
Ready

Shows if a position-reference system or sensor is available for use by the system.


Blue Available
Red Not available
Enable

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

Sensor Enable input dialog for speed senors

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 the running status of a thruster or main propulsion unit.


Blue Running
Grey Not running
Ready

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

Allows you to activate or de-activate (Yes or No) a warning or alarm limit.


Limit

Allows you to set the value of a warning or alarm limit.


Heading Limits (Warning and Alarm)

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

Pilot Setup input dialog

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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Rud. Lim. in Auto Yaw Control

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.

Heading Setpoint pop-up dialog


The Heading Setpoint pop-up dialog is used to change the heading setpoint when the
system is in a mode where automatic heading control is possible.
To display this input dialog, press one of the heading wheel buttons (-, Set heading
and +).

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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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.

Changing and entering input dialog parameter values and


options
Input dialog parameter values and options are changed and entered into the system using
the six dedicated dialog input buttons on the operator terminal panel.
Field state identification

As default, all fields have blue text on a white background.


When an input dialog is opened, the currently selected field, i.e. the one that is in focus,
is highlighted by changing its background colour to yellow.
Fields containing two-state options (Yes/No or On/Off) that are critical for system
operation have their background colour changed to green when the active option is
selected (Yes or On).
Field navigation

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.

For single-column fields:


Forward navigation is top to bottom and then cycle back up to the top.
Backwards navigation is bottom to top and then cycle back down to the bottom.
For two-column fields:
Forward navigation is left to right, down to the left on next row and then left to right
again. When the bottom right is reached the focus is cycled back up to the top left.
Backwards navigation is right to left, up to the right on the previous row and then
right left again. When the top left is reached the focus is cycled back down to the
bottom right.
Changing values and options

To change the parameter value or option of the field in focus:


Press the
values.

button to cycle forwards through predefined options or increase numeric

Press the
button to cycle backwards through predefined options or decrease
numeric values.

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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.

Closing input dialogs


A displayed input dialog can be closed by:
Pressing the Cancel button.
Pressing the same button that was used to open it.
Opening and displaying a different input dialog.
Opening and displaying an operational view.
Changing the system main mode.
If the Enter button has not been pressed, prior to performing one of the above, the input
dialog will be closed and all changes discarded.

System status views and input dialogs


The system status views and input dialogs present information about the system
hardware and software. In addition the dialogs provide facilities for setting the system
date and time, selecting engineering units, updating the software, and stopping and
restarting the hardware.

View and dialog selection


System status views and input dialog are selected and cyclically displayed in the View
area of the display by pressing the System button one or more times until the required
view or dialog is displayed.
The sequence in which the views and input dialog are displayed is as follows:
Equipment view

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System Setup input dialog


Software Upgrade and Restart input dialog
System Information view
Pressing the System button when the System Information view is being displayed closes
the view.

Equipment view
The Equipment view shows the operational status for all configured stations and fills
the display screen.

Station

The station name (i.e. station type and number):


cJoy-JS# cJoy Operator Terminal
WT# cJoy Wing Terminal
DpPs# Dynamic Positioning Process Station (controller PS)
If a warning or alarm condition occurs, the background of this field changes
colour and starts to flash. It continues to flash until the applicable warning or
alarm is acknowledged.
When no warning or alarm conditions are active, the background colour of the
field is white.
Status

The current operational status of the station:

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Not Reported No status has been reported.


Booting Booting (loading configuration).
Rebooting Rebooting due to an error.
Halt Stopped due to an error.
Operational Operating normally.
Not Communicational A status has been reported, but communication is

not possible.
Stopped Not switched on.
Error

The number of detected errors in the station.


Reported

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.

System Setup input dialog


The System Setup input dialog is used to change the system date and time and select
display units.

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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).

Software Upgrade and Restart input dialog


The Software Upgrade and Restart input dialog is used to upgrade the operator terminal
software from the controller PS (RCU) in the joystick controller cabinet and vice-versa.
It also shows the upgrade status together with controller PS configuration and software
status.

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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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Started as Flash System Status

Shows if the controller PS has its flash PROM configured.


Blue Flash PROM configured
Grey Flash PROM not configured
Mode switch Normal Status

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)

System Information view


The System Information view shows the software configuration of the operator terminal.

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

This section contains the following topics:


System diagnostics...........................................................................................................62
Operational checks...........................................................................................................62
Types of message .............................................................................................................63
Presentation of messages .................................................................................................64
Acknowledging messages................................................................................................66
Alarm indicator ................................................................................................................67
Operator advice messages................................................................................................68
Critical system messages .................................................................................................69

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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Comparison of received data with expected values calculated by the mathematical


model.
Comparison of thruster setpoint and feedback signals. Discrepancies exceeding preset
limits are handled as a fault.
Consistency checking between similar sensors.
Detected faults and discrepancies are reported to the operator, enabling the appropriate
operational actions to be taken and, if necessary, initiation of relevant repair procedures.

Audible and visual indications


All messages are presented as text in dedicated display areas. Audible signals and
flashing panel indicators are used for alarm messages. In addition, a view showing the
current active messages in the system can be selected at any time.

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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Information messages are only displayed in the Message view.


For an explanation of these messages, refer to the message explanations in Appendix A
at the end of this manual.
If the system tests do not report the same message within a timeout period (usually 20
seconds), the message becomes inactive.
Inactive Emergency, Warning and Alarm messages must be acknowledged before they
are removed from the Message Line and the Message view.
Inactive information messages are automatically removed from the Message view.

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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Figure 13 Message view

(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.

Identifies the originator (source) of the message:


cJoy-OT# cJoy Operator Terminal
JS Joystick controller PS
WT# cJoy Wing Terminal
Equipment Equipment monitoring system
Memb.

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

Time when the message was first reported (hour:minute:second).


Pri.

The priority of the message:


A Alarm
W Warning
I Information
E Emergency
State

The event state for the message:


- Normal (indicates that the alarm or warning condition is no longer present)
On Active digital alarm
Text

Message text.
Info

Additional information. Up to three blocks of additional data may be included in


the message. The meaning of this additional data varies for each message.
For further information concerning the meaning of this additional information,
refer to the message explanations in Appendix A at the end of this manual.

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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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

Press the Alarms button.


The Message view is displayed.

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.

Press the Alarms or Cancel button.


The Message view is closed.

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.

Operator advice messages


As and when applicable, operator advice messages are superimposed across the centre of
the display in a pop-up window.
These messages are displayed if a button is pressed when the operator terminal is not in
command of the system or an attempt is made to select a function that is not allowed in
the current system mode or with the currently displayed input dialog.
There are three categories of operator advice messages:
Alarm (Stop), indicated by the following icon:

Warning, indicated by the following icon:

Information, indicated by the following icon:


A typical example of each type of operator advice message is shown in Figure 14.
Figure 14 Operator advice message examples

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Critical system messages


If certain system errors are detected, a critical system message is superimposed across
the centre of the display.
These messages are displayed when there is no response from the controller PS or for
some reason an inconsistency in the system software parameters has been detected.

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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Figure 17 Critical system message - Inconsistent system parameters

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

This section contains the following topics:


System start-up ................................................................................................................71
Panel test ..........................................................................................................................73
Panel dimming .................................................................................................................74
Day and night palettes......................................................................................................77
System date and time .......................................................................................................77
Display units ....................................................................................................................77
Joystick calibration ..........................................................................................................77

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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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

At the operator terminal, press the Give button.


The operator advice message Giving Command is displayed, the audible signal
horn sounds and the Take button status indicator starts to flash.
At all other terminals, the information (INFO:) or operator advice message
Receiving Command is displayed, the audible signal horn sounds and the Take
button status indicator starts to flash.

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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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The operation indicator changes to steadily lit green.

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

(down) buttons to navigate from one setting to another.

Use the Enter button to navigate down to the next setting.


1

Press the Dim button.


The panel dimming function is enabled.
The operation indicator starts flashing green/red.
The Dim Settings input dialog, with the Display Brightness bargraph selected
(green level indicator), is shown in the View area of the display.

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Adjust the brightness level of the display as required.

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).

Adjust the brightness level of the button status indicators as required.

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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Adjust the intensity level of the button background lighting as required.

Press the

or Enter button.

The level indicator of the Button Backlight bargraph changes to grey.


The Volume bargraph is selected (green level indicator).

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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Day and night palettes


Two palettes are available, one for day use and one for night use that can be changed
(toggled) by means of the Day/night button.
Note

The night palette is configured as default.


To switch between day and night palettes, press the Day/night button.

System date and time


You can change the date and time of the system clock at any time. The date and time
that you set at the operator terminal is automatically applied to the wing terminals (if
any) and the controller PS.
To change the system date and time, proceed as follows:
1

Display the System Setup input dialog.

Change the values in the Day, Month, Year, Hour, Min and Sec fields as required.

Press the Enter button.


The system date and time is changed to the selected values.

Close the System Setup input dialog.

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

Display the System Setup input dialog.

Change the option in the Units field.

Press the Enter button.


The display units are changed to the selected option.

Close the System Setup input dialog.

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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It may be necessary to calibrate the joystick when:


New system hardware has been installed or parts of the system hardware (for example
the operator terminal) have been changed.
New system software has been installed or the system software has been re-installed.
The operator terminal stores a set of parameters for the joystick calibration that can be
updated by means of the Joystick calibration function. This can be done in Standby mode
or when the operator terminal is not in command of the system.
Note

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).

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The movement of the joystick in the X and Y directions is indicated by horizontal


and vertical lines in each quadrant of the Joystick Calibration view.
The rotation of the joystick in the Z direction is indicated by a semicircle in the
upper two quadrants of the Joystick Calibration view.

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

Press the Enter button.


The joystick is calibrated.
The joystick calibration function is disabled and calibration terminated.
The Joystick Calibration view is replaced by the original display view.
The operation indicator changes to steadily lit green.

Check that the joystick is functioning correctly by comparing:


a

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

This section contains the following topics:


Shutting down the operator terminal................................................................................80
Restarting the operator terminal.......................................................................................81
Upgrading the operator terminal software .......................................................................82
Upgrading the controller PS software..............................................................................82

Shutting down the operator terminal


Prior to switching off the system you should always ensure that the operator terminal
has been shut down in a controlled manner using the Shut Down this Operator Terminal
function (see Software Upgrade and Restart input dialog on page 59).
Caution
Before attempting to shut down an operator terminal you must ensure that
the operator terminal is in Standby mode and does not have control of the
vessel's propulsion system.

To shut down the operator terminal in a controlled manner, proceed as follows:


1

Display the Software Upgrade and Restart input dialog.

Move the focus to the Shut Down this Operator Terminal field and change the option
to Yes.

Press the Enter button.


The operator advice message The Operator Terminal software will be Shut Down..
is displayed.
The application software is shut down.
When the application software has been shut down, the Microsoft Windows
message System Shutdown is displayed.
After a few seconds the operating system is shut down.
When the operating system has been shut down the audible signal horn sounds.

Press the Silence/ack. button.


The audible signal is silenced.

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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.

Restarting the operator terminal


If for some reason, you are required to shut down and restart the operator terminal, then it
should be done in a controlled manner using the Restart this Operator Terminal function
(see Software Upgrade and Restart input dialog on page 59).
Caution
Before attempting to shut down and restart an operator terminal you must
ensure that the operator terminal is in Standby mode and does not have
control of the vessel's propulsion system.

To shut down and restart the operator terminal in a controlled manner, proceed as follows:
1

Display the Software Upgrade and Restart input dialog.

Move the focus to the Restart this Operator Terminal field and change the option to
Yes.

Press the Enter button.


The operator advice message The Operator Terminal will be restarted... is
displayed.
The application software is shut down.
The Microsoft Windows message System Shutdown is displayed.
After a few seconds, the operating system is shut down.
When the operating system has been shut down the audible signal horn sounds.
A few seconds after the audible signal horn starts sounding, the operating system
automatically starts to reload.

Press the Silence/ack. button.


The audible signal is silenced.

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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Upgrading the operator terminal software


The application software stored in the flash PROM of the controller PS (RCU) in the
joystick controller cabinet can be copied to the hard disk of the operator terminal
provided that the system is in Standby mode.
If the operator terminal has been replaced, it is very unlikely that the application software
installed on the replacement operator terminal will be exactly the same as that stored in
the flash PROM of the controller PS. This will normally be indicated by the File version
match field on the Software Upgrade and Restart input dialog (see Software Upgrade
and Restart input dialog on page 59) which will be red.
In this situation the application software stored on the hard disk of the operator terminal
will need to be upgraded with the application software stored in the flash PROM of
the controller PS.
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 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).

Upgrading the controller PS software


The application software stored on the hard disk of the operator terminal can be copied
to the flash PROM of the controller PS (RCU) in the joystick controller cabinet provided
that the system is in Standby mode.

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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

Display the Software Upgrade and Restart input dialog.

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.

Press the Enter button.


The operator advice message Please be patient... This will take some time. is
displayed.
Deletion of the application software stored in the flash PROM of the controller
PS is started.
The Status field for the Clear Flash function changes to yellow and all of the
option fields become unavailable.
When the application software has been deleted from the flash PROM, the Status
field for the Clear Flash function changes to blue and all of the option fields
become available with the Clear Flash field in focus (selected).

Move the focus to the Upgrade Flash From this Terminal field and change the option
to Yes.

Press the Enter button.


The operator advice message Please be patient... This will take some time. is
displayed.
Copying of the application software stored on the hard disk of the operator
terminal over to the flash PROM of the controller PS is started.
The Status field for the Upgrade Flash From this Terminal function changes to
yellow.
All of the option fields become unavailable.

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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.

Press the Enter button.


The operator advice message Please be patient... This will take some time.
Shut down of the controller PS is started.
All of the option fields and all of the Status fields become unavailable.
When the controller PS is shut down, the critical system message No network
response from Controller PS is displayed and the audible signal horn sounds.
A few seconds after the audible signal horn starts sounding, the controller PS
automatically starts to reboot.

Press the Silence/ack. button.


The audible signal is silenced.

10 When the controller PS has been rebooted and is running, check that:
a

All of the Status fields are blue.

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

This section contains the following topics:


Standby mode ..................................................................................................................85
Joystick mode ..................................................................................................................86
Station Keeping mode......................................................................................................91
Autopilot mode ................................................................................................................92

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

If the position-reference system is enabled it will not be calibrated until Joystick


mode is entered.

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Returning to Standby mode/manual levers


To return to Standby mode from any other mode:
1

Press the Standby button twice within four seconds.


The Standby button status indicator starts to flash and then becomes steadily
lit when the mode is entered.

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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Figure 18 Operator terminal orientation


Port

Ahead

Port

Astern

Starboard

Starboard

Astern

Terminal orientation:

Ahead

Terminal orientation: Port

Starboard

Astern

Starboard

Ahead

Port

Astern

Astern

Port

Ahead

Terminal orientation:

Ahead

Terminal orientation: Starboard

(CD3040A)

Rotating the joystick turns the vessel (yaw axis).

From Standby mode to Joystick mode


When the system goes from Standby mode to Joystick mode, it will enable all ready and
running thrusters.
To take the system from Standby mode to Joystick mode, proceed as follows:
1 Ensure that a gyrocompass is enabled (see Enabling a gyrocompass on page 99).
2 If required, enable the wind sensor (see Enabling the wind sensor on page 101).
3 If required, enable the vertical reference sensor (see Enabling the VRS on page 103).
4 If applicable, ensure that the required vessel draught is selected (see Selecting the
vessel draught on page 109).
5 If applicable, ensure that wind compensation is enabled (see Enabling joystick
wind compensation on page 111).
6 Ensure that the required thrusters, main propulsion units and rudders are enabled
(see Enabling thrusters on page 96).
7 Ensure that the joystick is in the zero position in all three axes.
8 Press the Joystick button twice within four seconds.
The Joystick button status indicator starts to flash and then becomes steadily
lit when the mode is entered.
9 If required and the optional Station Keeping mode is available, enable a
position-reference system (see Enabling the position-reference system on page 107).

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Heading and position information


It is not essential to enable a gyrocompass and (if the optional Station Keeping mode is
available) a position-reference system when operating in Joystick mode. However, the
estimated position, heading and speed provided by the Vessel Model are meaningless if
they have not been adjusted according to measured information.
Note

If no gyrocompasses and position-reference systems are enabled, you must ignore any
displayed heading, position and speed information.

Mixed Joystick/Auto modes


While remaining in Joystick mode, provided that a gyrocompass is enabled, and a
position-reference system is enabled and accepted, you can select either one or two of
the surge, sway and yaw axes for automatic control:
Select Auto heading for automatic heading control with joystick control of the surge
and sway axes (see Joystick mode with automatic heading control on page 88).
Select Auto surge and Auto sway for automatic position control with joystick
heading control (see Joystick mode with automatic position control in both surge
and sway on page 89).
Select Auto heading and Auto surge for automatic heading control, automatic
stabilisation in the surge axis, and joystick control of the sway axis (see Joystick mode
with automatic stabilisation on page 90).
Select Auto heading and Auto sway for automatic heading control, automatic
stabilisation in the sway axis, and joystick control of the surge axis (see Joystick mode
with automatic stabilisation on page 90).
If you select all three axes for automatic control, the system automatically enters the
optional Station Keeping mode (see Station Keeping mode on page 91).

Joystick mode with automatic heading control


In Joystick mode with a gyrocompass enabled, you can select automatic heading control.
Selecting automatic heading control

To select automatic heading control while in Joystick mode, proceed as follows:


1

Check that none of the status indicators above the Auto heading, Auto surge and
Auto sway buttons are lit.

Ensure that a gyrocompass is enabled (see Enabling a gyrocompass on page 99).

Press the Auto heading button twice within four seconds.


The Auto heading button status indicator starts to flash.
The vessel rotation (Rate Of Turn) starts to slow down in a controlled manner at
a rate that depends on the selected controller gain.

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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

To return to joystick heading control, proceed as follows:


1 Press the Auto heading button twice within four seconds.
The Auto heading button status indicator starts to flash and then becomes unlit
when automatic heading control is disabled.
The Present heading button status indicator becomes unlit when automatic
heading control is disabled.
2 Control the vessel's heading manually using the joystick.

Joystick mode with automatic position control in both surge


and sway
In Joystick mode with a gyrocompass enabled, and a position-reference system enabled
and accepted, you can select automatic position control in both the surge and sway axes.
Selection of only one of the surge and sway axes for automatic control is normally
combined with automatic heading (yaw) control, and is described in Joystick mode
with automatic stabilisation on page 90.
Selecting automatic position control

To select automatic position control while in Joystick mode, proceed as follows:


1 Check that none of the status indicators above the Auto heading, Auto surge and
Auto sway buttons are lit.
2 Ensure that a gyrocompass is enabled (see Enabling a gyrocompass on page 99).
3 Ensure that a position-reference system is enabled and accepted (see Enabling the
position-reference system on page 107).
4 Press the Auto surge and Auto sway buttons twice within four seconds.
The Auto surge and Auto sway button status indicators start to flash.
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 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.

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Returning to joystick position control

To return to joystick position control, proceed as follows:


1

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.

Control the vessel's position manually using the joystick.

Joystick mode with automatic stabilisation


In Joystick mode with a gyrocompass enabled, and a position-reference system enabled
and accepted, you can select automatic stabilisation.
This means that either:
The yaw and surge axes are under automatic control while the sway axis remains
under joystick control.
or
The yaw and sway axes are under automatic control while the surge axis remains
under joystick control.
Selecting automatic stabilisation

To select automatic stabilisation while in Joystick mode, proceed as follows:


1

Check that none of the status indicators above the Auto surge, Auto sway and
Auto heading buttons are lit.

Ensure that a gyrocompass is enabled (see Enabling a gyrocompass on page 99).

Ensure that a position-reference system is enabled and accepted (see Enabling the
position-reference system on page 107).

Press the Auto heading button twice within four seconds.


The Auto heading button status indicator starts to flash.
The vessel rotation (Rate Of Turn) starts to slow down 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 indicators 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
on the Heading area on the display (see Automatic heading control on page 24).

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.

Returning to joystick control

To return to joystick control in all axes, proceed as follows:


1 Press the Auto heading button twice within four seconds.
The Auto heading button status indicator starts to flash and then becomes unlit
when automatic heading control is disabled.
The Present heading button status indicator becomes unlit when automatic
heading control is disabled.
2 Press either the Auto surge or the Auto sway button (whichever one has it status
indicator lit) twice within four seconds.
The corresponding status button status indicator starts to flash and then becomes
unlit when automatic position control in the selected axis is disabled.
3 Manually control the vessel's heading and position using the joystick.

Station Keeping mode


In Station Keeping mode, the system automatically maintains the heading and position
of the vessel.

From Joystick mode to Station Keeping mode


To take the system from Joystick mode to Station Keeping mode, proceed as follows:
1 Ensure that none of the status lamps above the Auto heading, Auto surge and
Auto sway buttons are lit.
2 Ensure that at least one gyrocompass is active and enabled (see Gyrocompasses
on page 99).
3 Ensure that at least one position-reference system is enabled and accepted (see
Enabling the position-reference system on page 107).
4 Hold the vessel as stationary as possible by using the joystick to minimise vessel
motion and speed.
5 Press the Station keeping button twice within four seconds.
The Station keeping button status indicator starts to flash and then becomes
steadily lit when the mode is entered.
The Auto heading, Auto surge and Auto sway button status lamps start to flash.

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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.

Entering the Autopilot mode


To enter the optional Autopilot mode, proceed as follows:
1 While still in Joystick or the optional Station Keeping mode, manoeuvre the vessel
onto the required heading.
2 Ensure that the required main propulsion units and rudders are enabled (see
Enabling thrusters on page 96).
3 Ensure that two gyrocompasses are enabled (see Enabling a gyrocompass on
page 99).
4 Ensure that the speed sensor enabled (see Enabling a speed sensor on page 104).

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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).

If required, enable weather compensation (see Enabling weather compensation


on page 120).

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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Leaving the Autopilot mode


To leave the optional Autopilot mode, go to Joystick mode by pressing the Joystick
button twice within four seconds. The Joystick button status indicator starts to flash and
then becomes steadily lit when Joystick mode is entered.

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Operating procedures

This section contains the following topics:


Thrusters ..........................................................................................................................95
Gyrocompasses ................................................................................................................99
Wind sensor....................................................................................................................100
Vertical reference sensor ................................................................................................102
Speed sensors .................................................................................................................103
Position-reference system ..............................................................................................105
Selecting the vessel draught...........................................................................................109
Joystick settings .............................................................................................................110
Controlling the vessel heading.......................................................................................113
Controlling the vessel position ......................................................................................115
Setting heading and position limits................................................................................116
Autopilot setup...............................................................................................................118

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).

Displayed thruster information


You can examine the status and directional force of the thrusters on the Main view (see
Main view on page 28). You can also examine the status and setpoint values for the
thrusters in more detail on the Thruster view (see Thruster view on page 36). In addition,
you may also examine the status, setpoint and feedback values for each individual
thruster and main propulsion unit in more detail on the corresponding Thruster subview
(see Thruster subviews on page 37).

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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.

Selecting the thruster allocation mode


Thruster allocation can be performed in many different ways. The functions that are
available for the vessel can be selected using the General Setup input dialog (see General
Setup on page 41).

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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.

Setting the minimum RPM


If a thruster can be controlled in combinator mode, a minimum RPM can be set for the
thruster when Sequential or Stepwise Combinator Mode is selected.

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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

Display the Combinator Control input dialog.

Move the focus to the MIN RPM field for the thruster and change the value to the
required percentage.

Press the Enter button.


The minimum RPM percentage is set to the value selected.

Close the Combinator Control input dialog.

Selecting the combinator mode


By combinator control we mean that the system controls both pitch and RPM, and that
pitch and RPM can be controlled separately.
The available combinator modes are:
Sequential
The RPM is kept fixed at the MIN RPM limit for low force demands. It will only
increase if the force demand is higher than what can be dealt with by varying the
pitch. The pitch setpoint will always be +100% or -100% when the RPM setpoint is
higher than the MIN RPM limit.
Stepwise
The RPM will be stepped up (or down) if the filtered pitch setpoint is higher (or
lower) than a pre-defined limit. It will never be stepped below the MIN RPM limit.
This mode is designed with long term station-keeping in mind. In this mode the
thrusters will step the RPM automatically in varying weather conditions in order to
force the pitch setpoint into a desired working interval.
Full
The pitch and the RPM follows a pre-defined trace (combinator curve) with regards to
the force demand.
The Full Combinator Mode is similar to the way in which pitch and RPM are
controlled in combinator mode when the thruster is under manual lever control.
To select the combinator mode for a thruster, proceed as follows:
1

Display the Combinator Control input dialog.

Move the focus to the Combinator Mode field for the thruster and select the required
option.

Press the Enter button.


The combinator mode is changed to the selected option.

98

Close the Combinator Control input dialog.

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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.

Rejection of heading measurements


Normally, all available gyrocompasses will be running and enabled for use.
If the difference between the measured value read from a gyrocompass and the model
value exceeds a predefined limit, an alarm message is displayed; for example:
Gyro 1 prediction error

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.

Displayed heading information


You can examine the measured values from the in use gyrocompass in the Heading area
of the display (see Heading area on page 23), You can also examine the status and
measured values for all gyrocompasses on the Sensor view (see Sensor view on page 38).

Enabling a gyrocompass
To enable a gyrocompass, proceed as follows:
1

Display the Sensor Enable input dialog.

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.

Press the Enter button.


The gyrocompass(es) is(are) enabled.

Close the Sensor Enable input dialog.

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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.

Displayed wind information


An indication of the measurements from the wind sensor is shown in the Wind area of
the Main view (see Main view on page 28). You can examine the status and measured
values for the wind sensor on the Sensor view (see Sensor view on page 38).

Enabling the wind sensor


To enable the wind sensor, proceed as follows:
1 Display the Sensor Enable input dialog.
2 Check that the colour of the Ready field for the wind sensor is blue.
3 Move the focus to the Enable field for the wind sensor and change the option to On.
4 Press the Enter button.
The wind sensor is enabled.
5 Close the Sensor Enable input dialog.

Disabling the wind sensor


To disable the wind sensor, proceed as follows:
1 Display the Sensor Enable input dialog.
2 Move the focus to the Enable field for the wind sensor and change the option to Off.
3 Press the Enter button.
The wind sensor is disabled.
4 Close the Sensor Enable input dialog.

Faulty wind sensor


If the measurements from the wind sensor are not accepted by the system, a message
is given with information about the failure, for example:
Wind 1 not ready

When the wind sensor has been repaired and is ready for use, you should enable it again.

Rejection of faulty wind data


A fault causing jumps in readings from the wind sensor could lead to an unwanted
change in thrust force.

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To avoid this, the system performs the following test:


A wind speed measurement is rejected by the system if the wind speed is above
a predefined limit (for example 15 m/s) and increases by more than a predefined
value (for example 10 m/s).
A wind direction measurement is rejected by the system if the wind speed is above a
predefined limit (for example 10 m/s) and the wind direction changes by more than a
predefined value (for example 60 degrees).
The wind sensor will be rejected if more than a predefined number (for example 15)
of consecutive readings are rejected according to the limits described in the previous
paragraphs. If this happens, the following alarm message is displayed:
Wind 1 rejected <current speed/direction>

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.

Operating without wind sensor input


There can be situations where you want to temporarily stop using the input from the wind
sensor, such as during helicopter operations or when operating close to another large
structure where there may be sudden disturbances of the measured wind. If you disable
the wind sensor, the system continues to use the wind speed and direction values that
were measured just before the wind sensor was disabled.

Vertical reference sensor


The vertical reference sensor (VRS) should be enabled at all times to provide the system
with pitch and roll information.
If the optional Station Keeping mode is available, this information is used to adjust the
measurements received from the position-reference system for the vessel's pitch and roll
motions. If the VRS is equipped with a heave sensor, the heave information is used for
monitoring purposes only.
If VRS information is lost, the system will be unable to compensate the received position
measurements for vessel motion. The positioning capability of the system can then
be degraded.

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Displayed VRS information


You can examine the status and measured values for the vertical reference sensor on the
Sensor view (see Sensor view on page 38).

Enabling the VRS


To enable the VRS, proceed as follows:
1

Display the Sensor Enable input dialog.

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.

Press the Enter button.


The VRS is enabled.

Close the Sensor Enable input dialog.

Disabling the VRS


To disable the VRS, proceed as follows:
1

Display the Sensor Enable input dialog.

Move the focus to the Enable field for the VRS and change the option to Off.

Press the Enter button.


The VRS is disabled.

Close the Sensor Enable VRS input dialog.

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.

Displayed Speed information


You can examine the status and measured values for the speed sensors on the Sensor
view (see Sensor view on page 38).

Enabling a speed sensor


To enable a speed sensor, proceed as follows:
1 Display the Sensor Enable input dialog for speed sensors.
2 Check that the colour of the Ready field for the speed sensor is blue.
3 Move the focus to the Enable field for the speed sensor and change the option to On.
4 Press the Enter button.
The speed sensor is enabled.
If a high speed operation is selected the Use field for the speed sensor changes
to blue.
5 Close the Sensor Enable input dialog.

Disabling a speed sensor


To disable a speed sensor, proceed as follows:
1 Display the Sensor Enable input dialog for speed sensors.
2 Move the focus to the Enable field for the speed sensor and change the option to Off.
3 Press the Enter button.
The speed sensor is disabled.
4 Close the Sensor Enable input dialog.

Entering and enabling a manual speed value


To enter and enable a manual speed value, proceed as follows:
1 Display the Sensor Enable input dialog for speed sensors.
2 Ensure that all speed sensors are disabled (see Disabling a speed sensor on
page 104).
3 Move the focus to the Value field and change the value to the required speed.
4 Move the focus to the Manual SPD - Enable field and change the option to On.
5 Press the Enter button.
The manual speed value is enabled.

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If a high speed operation is selected the Manual SPD - Use field changes to blue.
6

Close the Sensor Enable input dialog.

Disabling a manual speed value


To disable a manual speed value, proceed as follows:
1

Display the Sensor Enable input dialog for speed sensors.

Move the focus to the Manual SPD - Enable field and change the option to Off.

Press the Enter button.


The manual speed value is disabled.

Close the Sensor Enable input dialog.

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).

Tests on position measurements


The system performs a series of tests on the position-reference system to check that its
position measurements are accurate enough for use.
The following online tests are performed:
A freeze test rejects repeated measurements. If the variation in the measured position
is less than a system set limit over a given period of time, the position-reference
system is rejected.
A variance test monitors the measurement variance and compares the variance value
with a calculated limit.

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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

You should disable the position-reference system.


Note

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

The position-reference system is not rejected in this event.


The variance test detects if the variance in the measured values exceeds the reject limit.
The variance reject limit is based on the expected variance of the position-reference
system. The following warning message is displayed when the position-reference system
is rejected due to too high variance:

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Operating procedures

Reference high variance

You should disable the position-reference system if the event of high variance is
recurring. No corrective actions are necessary if the problem is intermittent only.
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.

Enabling the position-reference system


Before enabling the position-reference system, ensure that the vessel speed is as low as
possible.
If the system has been in Joystick mode for more than a few minutes without the
position-reference system enabled, first go to Standby mode and then back to Joystick
mode to reset the Vessel Model.

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To enable the position-reference system, proceed as follows:


1

Display the Sensor Enable input dialog.

Move the focus to the Enable field for the position-reference system and change
the option to On.

Press the Enter button.


An initial calibration of the position-reference system is performed.
When the position-reference system has been calibrated and acceptable position
measurements are being received, the Ready field for the position-reference
system changes to blue.

Close the Sensor Enable input dialog.

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.

Disabling the position-reference system


To disable the position-reference system, proceed as follows:
1

Display the Sensor Enable input dialog.

Move the focus to the Enable field for the position-reference system and change
the option to Off.

Press the Enter button.


The position-reference system is disabled and this is indicated by the Ready field
for the position-reference system changing to red.

Close the Sensor Enable input dialog.

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

After 20 seconds without reference input, the following alarm is given:

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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.

When the reliable position-reference system becomes reliable and is successfully


calibrated, return to the required operational mode.

Selecting the vessel draught


For optimum positioning performance, the system requires information regarding the
vessel's draught.
To select the type of vessel draught for the controller PS, proceed as follows:
1

Display the General Setup input dialog.

Move the focus to the Draught Type field and change the option to one of the
configured draught types.

Press the Enter button.


The type of vessel draught for the controller PS is changed to the selected option.

Close the General Setup input dialog.

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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

To change the joystick precision, proceed as follows:


1 Display the General Setup input dialog.
2 Move the focus to the Joystick Precision field and change the option to General,
Low Speed or High Speed.
3 Press the Enter button.
The joystick precision is changed to the selected option.
4 Close the General Setup input dialog.

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

To enable joystick wind compensation, proceed as follows:


1 Display the General Setup input dialog.
2 Move the focus to the Wind Comp field and change the option to On.
3 Press the Enter button.
Joystick wind compensation is enabled.
4 Close the General Setup input dialog.

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Disabling joystick wind compensation

To disable joystick wind compensation, proceed as follows:


1

Display the General Setup input dialog.

Move the focus to the Wind Comp field and change the option to Off.

Press the Enter button.


Joystick wind compensation is disabled.

Close the General Setup input dialog.

Selecting the vessel rotation centre


When the vessel is in Joystick mode or a Mixed Joystick/Auto mode, it is possible to
specify that the vessel should rotate about the fore or aft of the vessel instead of the
midships which is the default. This feature can be useful when leaving or approaching
another vessel or a fixed structure such as a quay.
There are three different rotation centres that can be used in Joystick or Mixed Joystick
mode, Fore Pivot, Centre Pivot and Aft Pivot.
The location of Fore Pivot is calculated to be the point where aft thrusters are mainly
used to rotate the vessel. To fulfil this, the location of Fore pivot is dynamically
calculated with respect to selected draught in the DP system and enabled thrusters. The
same principle is applicable for the Aft Pivot: it is calculated to be the point where bow
thrusters are mainly used to rotate the vessel.
This means that the location of Fore or Aft rotation centre might change if a thruster is
enabled or disabled.
With Fore Pivot selected, the rotation centre is located fore of midships. Thrusters
located at the aft will be the significant contributors when turning the vessel. Note
that bow thrusters might be used to compensate for heading/position deviation in
Mixed Joystick/Auto mode.
With Centre Pivot selected, the rotation centre is located midships on the vessel.
Thrusters fore and aft will be used to turn the vessel.
With Aft Pivot selected, the rotation centre is located aft of midships. Thrusters
located at the bow will be the significant contributors when turning the vessel. Note
that aft thrusters might be used to compensate for heading/position deviation in
Mixed Joystick/Auto mode.
Note

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

For example, when manoeuvring alongside a quay which


lies to starboard, you may want to move the stern of the
vessel in towards the quay without the bow moving out,
while at the same time applying a small thrust to starboard.
This would be difficult when using the centre of the vessel
as the rotation centre. By selecting the fore of the vessel
as the rotation centre, you can easily use the joystick both
to turn the vessel counter-clockwise about the bow and
to move the vessel to starboard as shown in Figure 21.
Only rotation centres that are intended for use during
joystick manoeuvring can be activated in Joystick mode.
A suitable configuration of thrusters must be enabled.
For example, if you want the vessel to rotate about the aft
of the vessel, there must be at least one thruster enabled
forward of the vessel centre.
In Joystick mode you can select a rotation centre for use in
an automatic mode, but the selection will not be effective
until an automatic mode is 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 the system is in Joystick mode.

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.

Controlling the vessel heading


Note

It is not possible to perform a change of heading, even though you have entered a new
heading setpoint, when the Rate Of Turn setpoint is zero.

Changing the heading setpoint


You can change the heading setpoint using the heading wheel together with the Heading
Setpoint pop-up dialog.

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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

Press the -, Set heading or + button once.


The heading wheel is activated.
The Heading Setpoint pop-up dialog is displayed (see Heading Setpoint pop-up
dialog on page 54).

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.

Stopping a change of heading


To interrupt a requested change of heading and set the vessel's present heading as the
heading setpoint, press the Present heading button twice within four seconds.
The Present heading button status indicator starts to flash and then becomes
continuously lit when the vessel's present heading is set as the heading setpoint.

Selecting the controller gain level


There are three controller gain levels (Low, Medium and High) that can be set for the
automatic heading control and the automatic position control functions.
To change the controller gain level, proceed as follows:
1

Display the General Setup input dialog.

Move the focus to the Gain Level field and change the option to Low, Medium or
High.

Press the Enter button.


The controller gain level is changed to the selected option.

114

Close the General Setup input dialog.

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Setting the Rate Of Turn


To specify the speed at which the vessel should turn during a heading change (i.e. the
vessel's Rate Of Turn), proceed as follows:
1 Display the General Setup input dialog.
2 Move the focus to the Rate Of Turn field and change the value to the required speed.
3 Press the Enter button.
The Rate Of Turn is set to the value selected.
4 Close the General Setup input dialog.
This Rate Of Turn applies only when the yaw axis is under automatic control.
As the vessel approaches the heading setpoint, the Rate Of Turn is reduced to zero.
When the vessel rotation centre is at a position other than the centre of the vessel
(midships), the actual Rate Of Turn may be less than the speed specified. This is because
the speed of movement of the centre of the vessel is limited in proportion to the required
vessel speed and the distance of the rotation centre from the centre of the vessel.
Note

It is not possible to perform a change of heading, even though you have entered a new
heading setpoint when the Rate Of Turn setpoint is zero.

Controlling the vessel position


Selecting the controller gain level
See Selecting the controller gain level on page 114.

Changing the vessel position using the joystick


From the optional Station Keeping mode the vessel's position may be changed by
de-selecting automatic control of the surge and/or sway axis, moving the vessel using the
joystick in the uncontrolled axes and then re-selecting automatic control of the surge
and/or sway axis.
To change the vessel's position in both surge and sway axes (i.e. in both the fore/aft and
port/starboard directions), proceed as follows:
1 Press the Auto surge and the Auto sway button twice within four seconds.
The Auto surge and Auto sway button status indicators start to flash after
the first press and then become unlit when automatic position control in the
corresponding axis is disabled.
The system enters Joystick mode with automatic heading control and the Station
keeping button status indicator become unlit.
2 Use the joystick to move the vessel to the required position.

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When the vessel is at the required position:


a

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.

Setting heading and position limits


Warning and alarm limits can be set for both heading and position deviation.

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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Operating procedures

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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Kongsberg cJoy OT

The position deviation limits are changed to the selected values and activated.
4

Close the Limits input dialog.

Autopilot setup
The optional Autopilot mode is set-up using the Pilot Setup input dialog.

Selecting the autopilot gain level


The gain applied to the yaw axis can be selected between three predefined levels, Low
(50%), Med (100%) and Hi (150%).
Different gain factors for different gain levels are defined to suit the characteristics of the
vessel. The deviations in heading and turning rate are multiplied by the selected gain
factor to obtain the required thrust force and moment.
The most suitable gain level depends on the vessel characteristics, the weather conditions
and the required heading accuracy.
A high gain level (150%) provides the quickest vessel response and the most accurate
manoeuvring.
A medium gain level (100%) provides a slower vessel response than high gain.
A low gain level (50%) provides the slowest vessel response.
To change the gain level applied to the yaw axis, proceed as follows:
1

Display the Pilot Setup input dialog.

Move the focus to the Gain Level field and either select the required gain level option.

Press the Enter button.


The gain level applied to the yaw axis is changed to the selected option.

Close the Pilot Setup input dialog.

Setting the counter rudder gain


The counter rudder gain can be set in the range from 50 to 150%, with a default of 100%.
The counter rudder gain serves two purposes, firstly to give a smooth transition to a new
heading after a major course change, and secondly to enable the autopilot to stabilise
the vessel on a straight course.
If the counter rudder gain setting is too low, there may be an overshoot past the new
heading and it may take a long time before the new heading is stabilised.
If the counter rudder gain setting is too high, there may be an over-correction followed
by a small overshoot past the new heading, and the vessel may then tend to oscillate
around the new heading. A typical symptom here is an over-active rudder.

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Operating procedures

Figure 22 Effects of counter rudder settings


New course
Counter rudder setting too low
overshoot response.

New course
Counter rudder setting too high,
sluggish and creeping response.

New course
Correct setting of counter rudder
ideal response.

(CD3291)

To change the counter rudder gain, proceed as follows:


1 Display the Pilot Setup input dialog.
2 Move the focus to the Counter Rudder field and change the value to the required
gain.
3 Press the Enter button.
The counter rudder gain is changed to the selected value.
4 Close the Pilot Setup input dialog.

Setting the auto trim gain


Auto trim, which can be set in the range from 50 to 150%, with a default of 100%,
corrects for static heading deviation due to weather forces.
A low auto trim setting (minimum 50%) results in a slower correction of static
heading deviation.
A high auto trim setting (maximum 150%) results in a faster correction of static
heading deviation.
To change the auto trim gain, proceed as follows:
1 Display the Pilot Setup input dialog.
2 Move the focus to the Auto Trim field and change the value to the required gain.

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Kongsberg cJoy OT

Press the Enter button.


The auto trim gain is changed to the selected value.

Close the Pilot Setup input dialog.

Enabling weather compensation


Weather compensation (wind forces) can be enabled and disabled. When weather
compensation is enabled, the vessel will react much more quickly to sudden changes in
wind speed and direction.
To enable weather compensation, proceed as follows:
1

Display the Pilot Setup input dialog.

Move the focus to the Weather Compensation field and change the option to On.

Press the Enter button.


Autopilot weather compensation is enabled.

Close the Pilot Setup input dialog.

Disabling weather compensation


To disable weather compensation, proceed as follows:
1

Display the Pilot Setup input dialog.

Move the focus to the Weather Compensation field and change the option to Off.

Press the Enter button.


Autopilot weather compensation is disabled.

Close the Pilot Setup input dialog.

Setting the autopilot Rate Of Turn


To specify the speed at which the vessel should turn during a heading change (i.e. the
vessel's Rate Of Turn), proceed as follows:
1

Display the Pilot Setup input dialog.

Move the focus to the Rate Of Turn field and change the value to the required speed.

Press the Enter button.


The Rate Of Turn is set to the value selected.

Close the Pilot Setup input dialog.

Setting the maximum rudder angle for automatic heading


control
In the optional Autopilot mode with automatic heading control, the system will not turn
the rudders/azimuth thrusters beyond the specified limit. At high speeds, a relatively
small limit such as five degrees is often used.

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Operating procedures

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.

Setting the maximum rudder angle for joystick heading


control
In the optional Autopilot mode with joystick heading control, the system will not turn the
rudders/azimuth thrusters beyond the specified limit. This limit is usually set to a high
value so that the maximum steering effect can be achieved in an emergency situation. For
example, the maximum physical angle for rudders or 45 degrees for azimuth thrusters.
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 joystick heading control is
active, proceed as follows:
1 Display the Pilot Setup input dialog.
2 Move the focus to the Rud. Lim. in Manual 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.

Selecting the steering mode


The steering mode determines how the steering units within the active steering group are
used to steer the vessel, and is not available if there is only one steering unit.
The standard steering modes (using two steering units) are:
Synchron (Synchronous)
Both steering units have the same azimuth angle and both generate the directional
force.
Async Auto (Asynchronous Auto)
Only one steering unit is used to generate the directional force, while the other is fixed
alongships. The steering unit is selected automatically depending on the turn direction.
Async STBD (Asynchronous Starboard)

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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

Display the Pilot Setup input dialog.

Move the focus to the Steer Mode field and select the required option.

Press the Enter button.


The steering mode is changed to the selected option.

Close the Pilot Setup input dialog.

Selecting the steering group


In the optional Autopilot mode, you can select the pre-configured steering group to be
used for steering the vessel. This option is not available if there is only one defined
steering group.
Steering units belonging to groups, which are not selected for steering, provide only
alongships force.
To select the steering group, proceed as follows:
1

Display the Pilot Setup input dialog.

Move the focus to the Steer Group field and select the required option.

Press the Enter button.


The steering group is changed to the selected option.

122

Close the Pilot Setup input dialog.

358765/B

Message explanations

APPENDIX A - MESSAGE EXPLANATIONS


This Appendix contains (in alphabetical order) an explanation of the error messages that
can be generated by the cJoy system.

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

Erroneous quality data .............................................................................................. A-17


Erroneous telegram type ........................................................................................... A-17
Error net A ................................................................................................................ A-18
Error net B ................................................................................................................ A-18
Estimator ROT limit exceeded ................................................................................. A-18
Estimator acceleration limit exceeded ...................................................................... A-18
Estimator velocity limit exceeded ............................................................................ A-19
Event limit exceeded ................................................................................................ A-19
External Clock: Communication error ..................................................................... A-19
External Clock: Limit exceeded ............................................................................... A-19
External speed receive error ..................................................................................... A-20
Extra timer/Interrupt error ........................................................................................ A-20
Fatal error in task ...................................................................................................... A-20
Fatal internal error in Memory/RAM/Flash or PCI (see message) .......................... A-21
Fix disabled .............................................................................................................. A-21
Flash download failed............................................................................................... A-21
Flash formatting failed.............................................................................................. A-21
Flash uploading failed .............................................................................................. A-22
Floating-point exception (see message) ................................................................... A-22
FOST: Channel restored failed ................................................................................. A-22
FOST: Illegal channel config. .................................................................................. A-23
FOST: Passive side error .......................................................................................... A-23
FOST: PDU residual voltage .................................................................................... A-23
FOST: PDU restore failed ........................................................................................ A-23
FOST: PDU stuck ..................................................................................................... A-23
FOST: Shutdown test failed ..................................................................................... A-24
Framing error ............................................................................................................ A-24
Framing/overrun error .............................................................................................. A-24
Generator [#] connect and load inconsistency.......................................................... A-24
GPS [#] invalid ......................................................................................................... A-25
GPS [#] invalid pos received .................................................................................... A-25
GPS [#] no diff data received ................................................................................... A-26
Gyro [#] not ready .................................................................................................... A-26
Gyro [#] power failure .............................................................................................. A-26
Gyro [#] prediction error .......................................................................................... A-26
Gyro [#] rejected....................................................................................................... A-26
Gyro difference ......................................................................................................... A-26
Gyro not enabled ...................................................................................................... A-27
Heading dropout ....................................................................................................... A-27
Heading monitor requires 2nd source....................................................................... A-27
Heading out of limits ................................................................................................ A-27
Heading prediction error........................................................................................... A-28
Illegal buffer size ...................................................................................................... A-28
Illegal channel specified ........................................................................................... A-28
Illegal protocol.......................................................................................................... A-28
Initialisation error on RIO module (See message with details) ................................ A-28
Insufficient memory in DP PS .................................................................................. A-29

A-2

358765/A

Message explanations

Insufficient thrust...................................................................................................... A-29


Internal voltage test circuit error (see message) ....................................................... A-30
Invalid external connections ..................................................................................... A-30
Invalid internal connections ..................................................................................... A-30
IO block linking failed.............................................................................................. A-30
IO config error .......................................................................................................... A-31
IO error ..................................................................................................................... A-31
IO input error ............................................................................................................ A-31
IO MAX no signal exceeded .................................................................................... A-31
IO MAX no vote signal exceeded ............................................................................ A-32
IO point linking failed .............................................................................................. A-32
Joystick electrical failure .......................................................................................... A-32
Manual thrust not active ........................................................................................... A-33
Manual thrust off ...................................................................................................... A-33
Manual thrust on ....................................................................................................... A-33
Manual thrust stopped .............................................................................................. A-33
Maximum number of drivers are reached................................................................. A-34
Message receive error or no read/write func. ........................................................... A-34
Midships as rotation center ....................................................................................... A-34
Module group table overflow ................................................................................... A-34
Monitor VRS out of limits heave/pitch/roll.............................................................. A-34
NB! Bad terminal IO connections are accepted ....................................................... A-35
NB! Unconnected IO blocks are accepted ................................................................ A-35
NB! Unconnected IO modules are accepted............................................................. A-35
Net invalid message received ................................................................................... A-36
Net storm detected on net A ..................................................................................... A-36
Net storm detected on net B ..................................................................................... A-36
Net storm protection activated on net A ................................................................... A-36
Net storm protection activated on net B ................................................................... A-37
Net transmit failure ................................................................................................... A-37
Net unknown address ............................................................................................... A-37
New model or gain updated from ASCII ................................................................. A-38
No defined protocol in asprotocol ............................................................................ A-38
No draught sensor accepted ...................................................................................... A-38
No memory for system buffers ................................................................................. A-38
No minimum demand on force thruster.................................................................... A-38
No ready rudder or steer thruster .............................................................................. A-39
No reference system enabled .................................................................................... A-39
Not enough receive buffers....................................................................................... A-39
On-board reference voltage error ............................................................................. A-40
Origin calibration error ............................................................................................. A-40
Overrun error ............................................................................................................ A-40
Parity error ................................................................................................................ A-41
Parity/framing error .................................................................................................. A-41
Parity/framing/overrun error..................................................................................... A-41
Parity/overrun error .................................................................................................. A-42
PCI: Failure in devices on internal PCI bus (see message) ...................................... A-42

358765/B

A-3

Message explanations

PCU stopped by watchdog ....................................................................................... A-42


Position dropout........................................................................................................ A-42
Position out of limits ................................................................................................ A-43
Position presentation invalid .................................................................................... A-43
Position status error .................................................................................................. A-44
Position status invalid ............................................................................................... A-44
Power 24V failed ...................................................................................................... A-44
Power failure backupgyro......................................................................................... A-44
Power failure backup UPS........................................................................................ A-45
Power limits reached on swbd [#] ............................................................................ A-45
Power out of range on swbd [#] ............................................................................... A-45
Power out of range on generator [#] ......................................................................... A-46
Power unbalanced load on swbd [#] ......................................................................... A-46
Power unbalanced load on thruster [#] ..................................................................... A-47
Process net disconnected .......................................................................................... A-47
Propeller [#] input error pitch ................................................................................... A-47
Propeller [#] not ready .............................................................................................. A-47
Propeller [#] prediction error pitch ........................................................................... A-47
PS [#] updated by online .......................................................................................... A-47
PS Degraded ............................................................................................................. A-48
PS Incapable ............................................................................................................. A-48
PS-file inconsistent with PS A ................................................................................. A-48
RAM Test error (see message) ................................................................................. A-48
RBUS: Conflict between configured and connected RIO module type ................... A-49
RBUS: Initial configuration and scan sequence failed ............................................. A-49
RBUS: IO Scan Mail box failure. Scan not running! ............................................... A-49
RBUS: Memory allocation failure. Scan not running! ............................................. A-49
RBUS: RIO configuration check disabled................................................................ A-50
RBUS: RIO module set in Maintenance mode. (See code in separate column) ...... A-50
RBUS: Unknown error index (See code in separate column or message) ............... A-50
RBUS: Unrecognized error: %d ............................................................................... A-50
Reduced thruster alloc capability ............................................................................. A-51
Reference high noise ................................................................................................ A-51
Reference high offset ................................................................................................ A-52
Reference high variance ........................................................................................... A-52
Reference median deviation ..................................................................................... A-52
Reference median rejected........................................................................................ A-53
Reference origin ....................................................................................................... A-53
Reference position frozen ......................................................................................... A-53
Reference prediction error ........................................................................................ A-54
Relative reference system not active ........................................................................ A-54
Reserved power on swbd [#] .................................................................................... A-54
RIO: AO not calibrated ............................................................................................ A-54
RIO: Configuration CRC error ................................................................................. A-55
RIO: Critical temperature (restart required) ............................................................. A-55
RIO: Current feedback outside tolerance ................................................................. A-55
RIO: Error in readback of AO test value (reset required) ........................................ A-55

A-4

358765/A

Message explanations

RIO: Function (opcode) is not in this revision/release ............................................. A-55


RIO: FW A version is less than minimum. .............................................................. A-56
RIO: FW P is less than minimum. ............................................................................ A-56
RIO: Ground monitoring error ................................................................................. A-56
RIO: Ground monitoring error, lower voltage limit exceeded. ................................ A-56
RIO: Ground monitoring error, upper voltage limit exceeded ................................. A-57
RIO: Ground monitoring error, (Iso1) lower voltage limit exceeded ...................... A-57
RIO: Ground monitoring error, (Iso1) upper voltage limit exceeded ...................... A-57
RIO: Ground monitoring error, (Iso2) lower voltage limit exceeded ...................... A-57
RIO: Ground monitoring error, (Iso2) upper voltage limit exceeded ...................... A-58
RIO: Ground monitoring error, lower current limit exceeded ................................. A-58
RIO: Ground monitoring error, upper current limit exceeded ................................. A-58
RIO: High temperature ............................................................................................. A-58
RIO: Highside drivers are off ................................................................................... A-58
RIO: HighSide driver blocked ON ........................................................................... A-59
RIO: Illegal direction configuration ......................................................................... A-59
RIO: Illegal loop monitoring type ............................................................................ A-59
RIO: Illegal signal or range type .............................................................................. A-59
RIO: Loop mon. error 4 ............................................................................................ A-60
RIO: Loop mon. error 5 ............................................................................................ A-60
RIO: Loop Power error ............................................................................................. A-60
RIO: Loop Stuck....................................................................................................... A-60
RIO: Module configuration error ............................................................................. A-60
RIO: Not in normal IO mode. Automatically set to normal ..................................... A-61
RIO: On-board reference voltage error (reset required) ........................................... A-61
RIO: On-board reference voltage error (restart required) ........................................ A-61
RIO: On-board voltage error. GND1 (reset required) .............................................. A-61
RIO: On-board voltage error. GND2 (reset required) .............................................. A-61
RIO: On-board voltage error. PWR2 (reset required) .............................................. A-62
RIO: On-board voltage error. PWR3 (reset required) .............................................. A-62
RIO: On-board voltage error. PWR4 (reset required) .............................................. A-62
RIO: On-board voltage error. REF1 (reset required) ............................................... A-62
RIO: On-board voltage error. REF2 (reset required) ............................................... A-63
RIO: On-board voltage error. Vital CPU voltage PWR1 (reset required)................ A-63
RIO: On-board voltage error. Vital CPU voltage PWR1 (restart required) ............. A-63
RIO: Open loop/Cable break .................................................................................... A-63
RIO: Overload protection activated (reset required) ................................................ A-63
RIO: PDU turned OFF (reset required) .................................................................... A-64
RIO: Power A failure................................................................................................ A-64
RIO: Power A failure (restart required).................................................................... A-64
RIO: Power B failure ................................................................................................ A-64
RIO: Power B failure (restart required) .................................................................... A-65
RIO: Probable short-circuit ...................................................................................... A-65
RIO: RBUS cables are crossed ................................................................................. A-65
RIO: Relay or relay driver fault................................................................................ A-65
RIO: Reversed polarity ............................................................................................. A-65
RIO: Scheduler stopped (restart required) ................................................................ A-66

358765/B

A-5

Message explanations

RIO: Selftest current error ........................................................................................ A-66


RIO: Self-test error (restart required) ....................................................................... A-66
RIO: Selftest voltage error........................................................................................ A-66
RIO: Short-circuit ..................................................................................................... A-67
RIO: Test channel error ............................................................................................ A-67
RIO: Too low feedback while PDU=1 ..................................................................... A-67
RIO: Too slow signal transition ............................................................................... A-67
RIO: Voltage feedback outside tolerance ................................................................. A-67
Rudder [#] input error ............................................................................................... A-68
Rudder [#] not zero ................................................................................................... A-68
Rudder [#] prediction error ....................................................................................... A-68
Rudder [#] triangle pot error..................................................................................... A-68
Rudder in azimuth limits .......................................................................................... A-68
Save PS error (see message) ..................................................................................... A-68
SBC Fan stopped ...................................................................................................... A-68
SBC High temperature ............................................................................................. A-69
Sensor [#] not ready.................................................................................................. A-69
Sensor [#] prediction error........................................................................................ A-69
Sensor [#] rejected .................................................................................................... A-69
Sensor difference ...................................................................................................... A-70
Sensor not enabled .................................................................................................... A-70
Sensor prediction error ............................................................................................. A-70
Seismic ext ROT speed limit .................................................................................... A-71
Seismic ext speed limit ............................................................................................. A-71
Seismic offset exceeds limit ..................................................................................... A-71
Seismic track direction limit ..................................................................................... A-71
Speed GPS [#] high noise ......................................................................................... A-72
Speed GPS [#] prediction error ................................................................................ A-72
Speed log [#] not ready............................................................................................. A-72
Speed log [#] prediction error................................................................................... A-72
Speed sensor dropout ................................................................................................ A-72
Stack [#] read error ................................................................................................... A-72
Stack overflow (see message) .................................................................................. A-73
Swbd/Generator/Thruster/Reserved connection failure ........................................... A-73
System file decode error ........................................................................................... A-73
System file decode OK ............................................................................................. A-74
System file flash copy error ...................................................................................... A-74
System file flash copy OK ........................................................................................ A-74
System file parameter inconsistency ........................................................................ A-74
System file read error ............................................................................................... A-74
System file write error .............................................................................................. A-75
System file write error wrong No of bytes ............................................................... A-75
System file write OK ................................................................................................ A-75
System selected heading not possible....................................................................... A-75
SysTick Timer/Interrupt error .................................................................................. A-75
SysTick Timer/Interrupt error .................................................................................. A-76
Telegram checksum error ......................................................................................... A-76

A-6

358765/A

Message explanations

Telegram timeout ...................................................................................................... A-76


Thruster [#] input error pitch .................................................................................... A-76
Thruster [#] not ready ............................................................................................... A-77
Thruster [#] prediction error ..................................................................................... A-77
Thruster [#] ready running conflict .......................................................................... A-77
Thruster [#] triangle pot error ................................................................................... A-77
Thruster in azimuth limits ........................................................................................ A-77
Thruster/rudder [#] input error ................................................................................. A-77
Thruster/rudder [#] not ready ................................................................................... A-78
Thruster/rudder [#] prediction error ......................................................................... A-78
Thruster/rudder [#] ready ......................................................................................... A-78
Thruster/rudder [#] RPM feedb failure..................................................................... A-78
Thruster/rudder [#] triangle pot error ....................................................................... A-79
Thruster/rudder in azimuth limits ............................................................................. A-79
Thrusters not ready ................................................................................................... A-79
Too many messages .................................................................................................. A-80
Too many tasks registered ........................................................................................ A-80
Transmission timeout ............................................................................................... A-80
Tunnel [#] input error pitch ...................................................................................... A-81
Tunnel [#] not ready ................................................................................................. A-81
Tunnel [#] prediction error pitch .............................................................................. A-81
Unconnected IO blocks ............................................................................................ A-81
Unconnected IO modules ......................................................................................... A-81
Unknown error (see message) .................................................................................. A-81
UPS earth failure ...................................................................................................... A-82
UPS failure ............................................................................................................... A-82
UTM zone offset....................................................................................................... A-82
VRS [#] not ready ..................................................................................................... A-82
VRS [#] prediction error ........................................................................................... A-83
VRS [#] rejected ....................................................................................................... A-83
VRS difference ......................................................................................................... A-83
VRS not enabled ....................................................................................................... A-83
Watchdog limit exceeded ......................................................................................... A-83
Watchdog: Timer/Interrupt error .............................................................................. A-84
Watchdog: Timer/Interrupt error .............................................................................. A-84
Wind [#] not ready.................................................................................................... A-84
Wind [#] rejected ...................................................................................................... A-84
Wind difference ........................................................................................................ A-85
Wind not enabled ...................................................................................................... A-85
Wind sensor height inconsistency ............................................................................ A-85
Zero pointer usage (see message) ............................................................................. A-85

358765/B

A-7

Message explanations

Absolute reference system not active


Description:

This message is issued if absolute position reference systems are lost or


deactivated. The FSU (Floating Storage Unit) Position function cannot be used. The
function is turned off 20 seconds after the alarm message is issued. The system
will then revert to standard Approach or Weather Vane mode, and the lamps for
the relative reference systems will flash during the calibration period.

Possible
consequences:

The system will revert to standard Approach or Weather Vane mode.

Corrective
actions:

Enable absolute position reference system(s).

All reference systems rejected


Description

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.

Ascreate already done


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.

Astern thrust required


Description:

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.

Auxiliary Timer/interrupt error


Description:

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.

Azimuth [#] input error pitch


See Thruster/rudder [#] input error.

Azimuth [#] not ready


See Thruster/rudder [#] not ready.

Azimuth [#] prediction error pitch


See Thruster/rudder [#] prediction error.

Azimuth [#] triangle pot error


See Thruster/rudder [#] triangle pot error.

Bad terminal IO connections


Description:

This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Possible
consequences:

System may not work properly.

Corrective
actions:

Should this message occur during normal operation, contact Kongsberg Maritime
Service.

Block parameter is not available


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.

358765/B

A-9

Message explanations

Block status is not available


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.

Block type is not available


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.

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:

This message is reported if a global position reference system cannot be calibrated


due to mismatch with origin coordinate system.
The reason for the fault may be that the GPS(s) have been turned off when a local
position reference system was calibrated as origin, or that a wrong UTM (Universal
Transversal Mercator) zone is selected for a UTM position reference system.
The method of detection is by comparison of expected (zero latitude and
longitude) and estimated transponder coordinates for global position reference
system.

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:

This message is reported if a position reference system is successfully calibrated


into the system.
The measurements from this reference system was sufficiently stable during the
calibration period to be accepted. Low-pass filtered values are used as
transponder coordinates relative to the reference origin system.

Additional
information:
Possible
consequences:

Transponder coordinate north


Transponder coordinate east

The DP system will start using this system for positioning.

Checksum error (see message)


Description:

This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Possible
consequences:

The system might not function properly.

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:

Error messages (also this one) will have incorrect date/time.

Corrective
actions:

Replace the real time clock's battery.


Replace the real time clock or replace PS.

Code checksum difference


Description:

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.

If possible, try to change or swap PS (Process Station) with another. If the


error moves with the PS, it should be returned to Kongsberg Maritime
Service for checking/repair (with indication of what processor is failing (given
in parenthesis before the alarm-text)).

Contact Kongsberg Maritime Service if this does not solve the problem.

Communication port reservation error


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.

Configuration error
Description:

This message is reported if there is an error in the system parameter setup or in


configuration files on disk.
The reason for the fault may be erroneous initial configuration or a disk failure.

Additional
information:

Failing function.
Dependent on function
Dependent on function

Possible
consequences:

The DP system may not function properly.

Corrective
actions:

Note the Additional Information and contact Kongsberg Maritime Service.


Switch over to other computer (if any). Restart the failing computer. If the error
persists, switch the failing computer off.

Demand reduced on swbd [#]


Description

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

Power used by other consumers than DP


Power available on this swbd
Power used by DP

Degraded performance of the DP system.


Demand is reduced on thrusters/propellers to prevent blackout, which again may
result in a position / heading drift-off.

358765/A

Message explanations

Corrective
actions

Start more generators.


Reorganize power distribution.

Demand reduced thruster [#] by ext system


Description:

This message is reported if demand on this thruster is reduced by an external


system.
The method of detection is by digital input from external system read by the DP.

Possible
consequences:

Position/heading drift-off and position/heading alarm may be reported.

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.

During station-keeping: Change heading to one that is less power-consuming to


maintain.
Enable more thrusters if possible.

Diesel shaft [#] overload


Description:

This message is reported if a pitch reduction is performed to avoid a diesel shaft


overload.
The shaft-load for the next pitch setpoint necessary to stay in position was too
high, and a pitch reduction was necessary to avoid diesel shaft overload.
The method of detection is that analogue input reading from the fuel rack is used
to calculate the diesel load.

Possible
consequences:

Degraded performance of DP system.

Corrective
actions:

Reorganize the power distribution.

Pitch is reduced on propellers to prevent blackout.

Enable more thrusters if possible.

Disk limit exceeded


Description:

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:

OS name (e.g. OS2)

Possible
consequences:

No more variables or events will be logged until DP Recorder Sessions have been
properly restarted.

Corrective
actions:

Free disk space and restart DP Recorder Sessions.

358765/B

A-13

Message explanations

Draught limit reached


Description:

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:

Draught value (meters).

Draught limit (meters)

Possible
consequences:

Used draugth value will now be "frozen" at high or low limit.

Corrective
actions:

Select one of the predifined draught values or manual draught.


Check failed sensor and its interface to the PS.

Draught not ready


See Sensor [#] not ready.

Draught input updated


Description:

This message is reported if the system has registered a change in draught


condition and extrapolated new mass-drag-gain.
The new draught is compared with the last value. If the difference exceeds a limit,
this message is given.
The new draught may be due to Operator input or analogue input.

Additional
information:

New draught (m).

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.

Draught not enabled


See Sensor not enabled.

A-14

358765/A

Message explanations

Draught [#] sensor rejected


Description:

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

The measurement is within legal range

The sensor is disabled and then enabled

Measured value (meters).


Used value (meters)

Data from this sensor is "frozen" and is no longer updated from


measurements.
If only one draught sensor is enabled, the used draught will be frozen. DP
will loose dynamic update of draught data

If only one draught sensor is enabled, manual draught input or predefined


draughts should be used.
If other draught sensors are available, disable the failed sensor.

Driver configuration is not available


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.

Driver operation is not available


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.

Driver status is not available


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.

358765/B

A-15

Message explanations

Driver task creation error


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.

DSP error (see message)


Description:

The Digital Signal Processor (DSP) used for processing IO, is reporting error.

Possible
consequences:

The consequences depends on the type of failure, described in the corresponding


message reported simultaneously as the alarm:

(1): DSP error: IO bus not operational. WDOG stop time: xx Last updated:
xx

(2): DSP error: IO controller reporting BITE error: xx.

If (1), the IO processing may have been stopped. If (2), IO processing is not
functioning properly.
Corrective
actions:

If possible, try to replace the PS (Process Station).

Note the alarm/message texts, describe the current operation executed and
enclose this data when delivering the PS to Kongsberg Maritime Service for repair.

Dual connection generator [#]


Description

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

Verify proper connect status with engine control room.


Check cabling. Replace appropriate input interface.

ECC is disabled (see message)


Description:

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.

Check if PS Mode Wheel is set to 5 or D.


If it is, set the Mode Wheel back to normal (Default is "0"), and reboot.
If not, see the corresponding message for more information. ("ECC: Error
Correction Codes are disabled, status: xx"). 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.

Enable thrusters in bow


Description:

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:

Difficult to maintain vessel heading.

Corrective
actions:

Enable bow thrusters to maintain heading/position/speed.

Erroneous quality data


Description:

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:

The position reference system is rejected.

Corrective
actions:

Check the position-reference system.

Erroneous telegram type


Description:

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:

The position-reference system will not be available.

Corrective
actions:

Check the position-reference system and its setup.

358765/B

Check the position-reference system and its interface.

A-17

Message explanations

Error net A
Description:

Most likely there is a disconnection somewhere in the failing network. The


message rate exceeds 10 messages/100 seconds, but no message has been
received on the failing network during this period.

Possible
consequences:

The fault tolerance is reduced. As long as the other network is OK, there will be no
operational consequences.

Corrective
actions:

Repair the failing network.


Examination of the status tab in the system status page may be helpful to
find the disconnection.

Error net B
Description:

Most likely there is a disconnection somewhere in the failing network. The


message rate exceeds 10 messages/100 seconds, but no message has been
received on the failing network during this period.

Possible
consequences:

The fault tolerance is reduced. As long as the other network is OK, there will be no
operational consequences.

Corrective
actions:

Repair the failing network.


Examination of the status tab in the system status page may be helpful to
find the disconnection.

Estimator ROT limit exceeded


Description:

The rate of turn estimate exceeds fatal limits.

Additional
information:

Rate of turn limit [rad/s]

Possible
consequences:

Rate of turn estimate is set to the limit value.

Corrective actions:

Deselect automatic heading control.


Check all sensors and position reference systems connected to the PS.

Estimator acceleration limit exceeded


Description:

The estimated acceleration or retardation exceeds operational limits.

Additional
information:

Axis: Surge, Sway or Yaw

Possible
consequences:

Acceleration estimate is set to the limit value.

Corrective
actions:

Deselect automatic heading control.


Check all sensors and position reference systems connected to the DP.

A-18

358765/A

Message explanations

Estimator velocity limit exceeded


Description:

The velocity estimate exceeds fatal limits.

Additional
information:

Axis

Velocity limit [m/s]

Possible
consequences:

Velocity estimate is set to the limit value.

Corrective
actions:

Deselect automatic heading control.


Check all sensors and position reference systems connected to the PS.

Event limit exceeded


Description:

A cyclic task has not been able to execute for a long period of time.
Several periods have been lost.

Possible
consequences:

Corrective
actions:

Depends on the importance of the functions executed in the task.

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.

External Clock: Communication error


Description:

The event is reported from a host which is master and synchronized from an
external time source. The external clock is lost.

Possible
consequences:

Synchronization with the external clock is lost.

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.

External Clock: Limit exceeded


Description:

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:

Synchronization with the external clock is lost.

358765/B

A-19

Message explanations

Corrective
actions:

Check that the time difference between the external clock and the operator
station is small enough.

Adjust operator station clock within limit set.


Contact Kongsberg Maritime Service if this does not solve the problem.

External speed receive error


Description

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

Enable speed setpoint transmission from external seismic computer or change


speed setpoint.

Extra timer/Interrupt error


Description:

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.

Fatal error in task


Description:

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:

A memory dump starts, if auto-dump is configured.

Restart the PS when the dump is complete (after max. 10 minutes).

If the PS is not configured to start auto-dump automatically, start the dump


manually:
Write the command sbcDump "-d" from the telnet/Hyperterminal.

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

Fatal internal error in Memory/RAM/Flash or PCI (see


message)
Description:

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:

Some extra information is found in a system message received


simultaneously as the alarm.("Fatal internal error register: Address:xx
Value:xx")

Try to replace the PS (Process Station). 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.

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

The vessel may drift off position.

Corrective
actions

Check the use of the thrusters.


Use more thrusters, main propellers or rudders.

Flash download failed


Description:

Possible
consequences:
Corrective
actions:

Requested file(s) for download to 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 later on.

Restart OS (Operator Station)


(to ensure that FTP Server is running).

Replace missing files on OS.


Try download again.
If the problem is still present, contact Kongsberg Maritime Service.

Flash formatting failed


Description:

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:

The Flash device is not working.

Corrective
actions:

Replace PS (Process Station) and return failing PS to Kongsberg Maritime Service.

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.)

Flash uploading failed


Description:

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.

Restart OS (Operator Station)


(to ensure that FTP Server is running).

If files are missing, download corresponding files from OS.


If the problem is still present, contact Kongsberg Maritime Service.

Floating-point exception (see message)


Description:

A software error has been caught by the system.

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:

Some extra information is found in a system message received


simultaneously as the alarm. If possible, before attempting a reset of the PS
(Process Station), forward the message content and a Description: of current
operations executed. This will open a possibility to give instructions on how
to investigate further.

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.

FOST: Channel restored failed


Description:

Passivate/FOST failed. Value not restored within time. Potential Shutdown!

Possible
consequences:
Corrective
actions:

A-22

Replace card/check loop.

358765/A

Message explanations

FOST: Illegal channel config.


Description:

Passivate/FOST not executed. Illegal FOST channel configuration.

Possible
consequences:
Corrective
actions:

Replace card/check loop.

FOST: Passive side error


Description:

Passivate failed. DO NE: Drop in feedback voltage when trying to set to 0.

Possible
consequences:
Corrective
actions:

Replace card/check loop.

FOST: PDU residual voltage


Description:

Only a small drop detected in feedback when turning off the PDU.

Possible
consequences:

Field reverse barrier diode D1 may be shorted.

Corrective
actions:

Replace card.

FOST: PDU restore failed


Description:

PDU not restored within time.

Possible
consequences:
Corrective
actions:

Replace card.

FOST: PDU stuck


Description:

Unable to turn off the PDU.

Possible
consequences:
Corrective
actions:

358765/B

Replace card.

A-23

Message explanations

FOST: Shutdown test failed


Description:

FOST failed. No change in feedback within time.

Possible
consequences:
Corrective
actions:

Replace card/check loop.

Framing error
Description:

This message may be caused by errors in the position-reference system setup/DP


setup. The data received does not match the configuration. No position from the
position-reference system is received which may be caused by:
Timeout.
No data sent from the position-reference system.

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:

Enable another position-reference system.


Check the position-reference system and its setup.
Check if the position-reference system is sending data.

Framing/overrun error
Description:

This message may be caused by errors in the position-reference system setup/DP


setup. The data received does not match the configuration. No position from the
position-reference system is received which may be caused by:
Timeout.
No data sent from the position-reference system.

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:

Enable another position-reference system.


Check the position-reference system and its setup.
Check if the position-reference system is sending data.

Generator [#] connect and load inconsistency


Description

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

Load on the generator.

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.

GPS [#] invalid


Description

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

Depending on the configured filter action, the measurements may be rejected.

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.

GPS [#] invalid pos received


Description

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

GPS [#] no diff data received


Description

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

Disable the GPS position reference system.


Check if another diff station is available.
Check antennas and radio links.

Gyro [#] not ready


See Sensor [#] not ready.

Gyro [#] power failure


Description:

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:

Gyro will run on secondary power supply.

Corrective
actions:

Check gyro.

Gyro [#] prediction error


See Sensor [#] prediction error.

Gyro [#] rejected


See Sensor [#] rejected.

Gyro difference
See Sensor difference.

A-26

358765/A

Message explanations

Gyro not enabled


See Sensor not enabled.

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.

Heading monitor requires 2nd source


Description:

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:

Gyrocompass deviation cannot be checked.

Corrective
actions:

Enable second gyrocompass. Check ready signal.

Heading out of limits


Description:

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:

Depends on the vessel's operation mode.

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

Heading prediction error


Description:

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.

Illegal buffer size


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.

Illegal channel specified


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.

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.

Initialisation error on RIO module (See message with details)


Description:

When initialising the RIO module, an error occurred that is in more detail,
described in a system message.

Possible
consequences:

The RIO module is not operational.

A-28

358765/A

Message explanations

Corrective
actions:

Note message text and operational information. Contact Customer Support.


Parity error
Unidentified intr. from ISR
No free RBUS entries
RBUS: Illegal parameter in func
RBUS: Illegal unit descriptor
RBUS: Address already in use
Illegal device number
Illegal IO direction
Illegal parity spec.
Illegal fast spec.
Illegal channel
Illegal (too long) RIO module name
All RBUS entries used
RIO module type already in use
RIO module type not available
Illegal position
Illegal rack
Given RIO module type not found
RIO module not attached
Already a RIO module in this position
Illegal opcode for rbusModCfg
Already def, no intr. or no free
Illegal RIO module name or position
Too many simultaneous IO-units

Insufficient memory in DP PS
Description:

Insufficient memory in DP PS (Process Station). The RAM size in the DP PS is too


small or remaining free RAM is heavily fragmented. Can be detected by means of
the return status from the memory allocation routine (malloc/calloc).

Additional
information:

Size of block (bytes) requested by the memory allocation routine.

Possible
consequences:

The DP-system may not function properly.

Corrective
actions:

Note the Additional information and contact Kongsberg Maritime Service.

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.

SURGE (None, if Add info is not configured)


SWAY (None, if Add info is not configured)
YAW (None, if Add info is not configured)

Possible
consequences:

Full station keeping is not guaranteed. Position and/or heading alarm may be
generated.

Corrective
actions:

Enable more thrusters or propellers for the DP-system.

358765/B

A-29

Message explanations

Internal voltage test circuit error (see message)


Description:

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:

Check power supplies connected to the PS (Process Station) rack/cabinet.


Some extra information is found in a system message received
simultaneously as the alarm ("Internal test circuit error xxx"). Try to replace
the PS. Note the alarm text, describe the current operation executed and
enclose this data when delivering the PS to Kongsberg Maritime Service.
Contact Kongsberg Maritime Service if this does not solve the problem.

Invalid external connections


Description:

This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Possible
consequences:

The system might not function properly.

Corrective
actions:

Check configuration.
Should this message occur during normal operation, contact Kongsberg
Maritime Service.

Invalid internal connections


Description:

This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Possible
consequences:

The system might not function properly.

Corrective
actions:

Check configuration.
Should this message occur during normal operation, contact Kongsberg
Maritime Service.

IO block linking failed


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.

A-30

358765/A

Message explanations

IO config error
Description:

This message is caused by an error detected in the card configuration, due to a


failure in the IO configuration file. This message shall not occur during normal
operation, but is intended to be an aid for the software engineer during
configuration/commissioning.

Possible
consequences:

Devices connected to the faulty card cannot be operated from the computer
reporting the error.

Corrective
actions:

Correct the IO configuration file.


Should the message occur during normal operation, contact Kongsberg Maritime
service.

IO error
Description:

This message is reported if there is an error in the serial interface or in a telegram


received from a position-reference system or sensor.

Corrective
actions:

Check the reference system interface or sensor interface.


Check the reference system/sensor itself.

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:

Sensor will not be used by the DP-system.

Corrective
actions:

Check sensor/cabling. Replace the erroneous IO card.


Should the message occur during normal operation, contact Kongsberg Maritime
service.

IO MAX no signal exceeded


Description:

This message is reported if the maximum number of IO-signals have been


exceeded. There are too many IO signals in the IO-configuration file.
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Additional
information:

Maximum number of IO-signals.

Possible
consequences:

The IO-system will not work.

358765/B

A-31

Message explanations

Corrective
actions:

Increase MAX_NO_SIGNALS in io_const.h or reduce the number of IO-signals in


the IO-configuration file.
Should the message occur during normal operation, contact Kongsberg Maritime
service.

IO MAX no vote signal exceeded


Description:

This message is reported if the size of m1io exceeds GENERIC_MDATA_SIZE


because of too many IO-signals configured for voting.
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Possible
consequences:

No voting performed between the computers.

Corrective
actions:

Increase the maximum size of net blocks, GENERIC_MDATA_SIZE, or reduce the


number of IO-signals configured for voting.
Should the message occur during normal operation, contact Kongsberg Maritime
service.

IO point linking failed


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.

Joystick electrical failure


Description:

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:

Axis (Surge, Sway or Yaw)

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:

Transfer command to another command location.


Check joystick wiring, power supply, etc.
If required, replace the joystick/panel.

A-32

358765/A

Message explanations

Manual thrust not active


Description

This message is reported if the Manual Thrust mode is de-activated by system.


The reason for this is that current system mode isn't matching the configured
mode where this function can be used.
The method of detection is on change in system mode.

Possible
consequences

Thrusters configured for Manual Thrust usage is disabled.

Corrective
actions

Enable the thruster if it should be used by DP.

Manual thrust off


Description

This message is reported if the Manual Thrust mode is turned off.


The reason for this is that the operator has turned this mode off.

Possible
consequences

Thrusters configured for Manual Thrust usage is disabled.

Corrective
actions

Enable the thruster if it should be used by DP.

Manual thrust on
Description

This message is reported if the Manual Thrust mode is turned on.


The reason for this is that the operator has turned this mode on.

Possible
consequences

Thrusters configured for Manual Thrust usage will give output according to
operator setting.

Corrective
actions

None.

Manual thrust stopped


Description

This message is reported if the Manual Thrust mode is stopped.


The reason for this is that it isn't possible to use this thruster in Manual Thrust
mode anymore.
The method of detection is loss of running or ready signal.

Possible
consequences

Thrusters configured for Manual Thrust usage is disabled.

Corrective
actions

Start the thruster.


Transfer command of thruster to DP.
Enable the thruster if it should be used by DP.

358765/B

A-33

Message explanations

Maximum number of drivers are reached


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.

Message receive error or no read/write func.


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.

Midships as rotation center


Description:

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.

Surge offset from CG (Centre of Gravity, i.e. 0.0)


Sway offset from CG (i.e. 0.0)

An operative advice is to ensure that the position deviation is zero at the moment
of applying the new rotation center.

Module group table overflow


Description:

Configuration error. Too many module groups.

Possible
consequences:

State summaries such as alarm count etc. will not be correct.

Corrective
actions:

Increase the MaxGroups parameter in the Module Groups section in the PS


configuration (.ps file).

Monitor VRS out of limits heave/pitch/roll


Description:

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:

VRS sensor value without sign.


Violated limit value.

Possible
consequences:

Depends upon the particular limit and condition.

Corrective
actions:

Enable monitoring of the VRS for the appropriate limit.

NB! Bad terminal IO connections are accepted


Description:

System is in test mode.


This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Possible
consequences:

System may not work properly.

Corrective
actions:

Should this message occur during normal operation, contact Kongsberg Maritime
Service.

NB! Unconnected IO blocks are accepted


Description:

System is in test mode.


This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Possible
consequences:

System may not work properly.

Corrective
actions:

Should this message occur during normal operation, contact Kongsberg Maritime
Service.

NB! Unconnected IO modules are accepted


Description:

System is in test mode.


This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Possible
consequences:

System may not work properly.

Corrective
actions:

Should this message occur during normal operation, contact Kongsberg Maritime
Service.

358765/B

A-35

Message explanations

Net invalid message received


Description:

This message is reported if a packet with an invalid format is received.


The reason for the fault may be an invalid configuration.
The method of detection is header inconsistency.
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Additional
information:

Senders IP (Internet Protocol) address.


Communication port.

Possible
consequences:

Processor load.

Corrective
actions:

Identify the computer sending the message.


Check the configuration.
Should the message occur during normal operation, contact Kongsberg Maritime
service.

Net storm detected on net A


Description:

Unexpected high message rate detected on net A.

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.

Net storm detected on net B


Description:

Unexpected high message rate detected on net B.

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.

Net storm protection activated on net A


Description:

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:

Contact Customer Support.

A-36

358765/A

Message explanations

Net storm protection activated on net B


Description:

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:

Contact Customer Support.

Net transmit failure


Description:

This message is reported if the sending of a net message has failed.


The method of detection is a status returned from the operating system.
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Additional
information:

One of the following:


1. Test purposes.
2. The size of the net-block exceeds GENERIC_MDATA_SIZE (messid.h).
3. Illegal "to" address.
4. Out of send-slots.
5. Illegal IP (Internet Protocol) address (= 0).
6. Error returned from dnetSend.

Possible
consequences:

Net message number (tsap).


Status returned from operating system

None if it occurs just now and then. If it occurs continuously Contact Kongsberg
Maritime Service.

Net unknown address


Description:

This message is reported if a packet is received from an unknown address.


The reason for the fault may be an invalid configuration.
The method of detection is a packet received from an unknown computer.
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Additional
information:

Unknown IP (Internet Protocol) address.


Communication port.

Possible
consequences:

Unpredictable.

Corrective
actions:

Identify the unknown computer.


Check the configuration.
Should the message occur during normal operation, contact Kongsberg Maritime
service.

358765/B

A-37

Message explanations

New model or gain updated from ASCII


Description:

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.

No defined protocol in asprotocol


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.

No draught sensor accepted


Description:

None of the enabled druaght sensors are accpted by the system.

Possible
consequences:

The used draught will no longer be updated from sensor measurments.

Corrective
actions:

If possible, use manual draught input.


Check failed sensors and its interface to the PS.

No memory for system buffers


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.

No minimum demand on force thruster


Description:

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:

No idle force will be applied to the active thrusters.

Corrective
actions:

Change the software configuration.


Should the message occur during normal operation, contact Kongsberg Maritime
service.

No ready rudder or steer thruster


Description:

This message is reported if the number of ready thrusters, main propellers or


rudders is insufficient.
The reason for the fault may be that the thrusters, propellers or rudders are not
running, a fault in the thruster, main propeller or rudder electronics, a fault in the
digital input interface or a fault in the cabling.
The method of detection is a digital input.

Possible
consequences:

Autopilot mode, Auto Track High Speed mode and Track Line mode cannot be
used.

Corrective
actions:

Start more thrusters, main propellers or rudders.

No reference system enabled


Description

This message is reported if no position reference systems are enabled.


The DP system uses the Vessel Model to estimate the vessel's position and
velocities.

Possible
consequences

If external conditions change, the vessel may drift off position after a few minutes.

Corrective
actions

Enable a position reference system.

Not enough receive buffers


Description:

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

No data received from the reference system. If no other reference system is


selected, you will get position dropout after 30 seconds.

A-39

Message explanations

Corrective
actions:

Enable another position-reference system.


Check if reference system is sending data.
Check cabling from reference system.
Check that the reference system power for interface is OK. No corrective action if
it occurs infrequently.
Check that all plugs are inserted correctly.
Replace SBC and check reference system hardware.

On-board reference voltage error


Description:

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:

Check power supplies connected to the PS (Process Station) rack/cabinet.


If OK, try to replace the PS. Note the alarm text, describe the current
operation executed and enclose this data when delivering the PS Kongsberg
Maritime Service.
Contact Kongsberg Maritime Service if this does not solve the problem.

Origin calibration error


Description:

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:

Consider using a different position reference system as the reference origin


system.

Overrun error
Description:

This message may be caused by errors in the position-reference system setup/DP


setup. The data received does not match the configuration. No position from the
position-reference system is received which may be caused by:
Timeout.
No data sent from the position-reference system.

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:

Enable another position-reference system.


Check the position-reference system and its setup.
Check if the position-reference system is sending data.

Parity error
Description:

This message may be caused by errors in the position-reference system setup/DP


setup. The data received does not match the configuration. No position from the
position-reference system is received which may be caused by:
Timeout.
No data sent from the position-reference system.

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:

Enable another position-reference system.


Check the position-reference system and its setup.
Check if the position-reference system is sending data.

Parity/framing error
Description:

This message may be caused by errors in the position-reference system setup/DP


setup. The data received does not match the configuration. No position from the
position-reference system is received which may be caused by:
Timeout.
No data sent from the position-reference system.

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:

Enable another position-reference system.


Check the position-reference system and its setup.
Check if the position-reference system is sending data.

Parity/framing/overrun error
Description:

This message may be caused by errors in the position-reference system setup/DP


setup. The data received does not match the configuration. No position from the
position-reference system is received which may be caused by:
Timeout.
No data sent from the position-reference system.

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:

Enable another position-reference system.


Check the position-reference system and its setup.
Check if the position-reference system is sending data.

358765/B

A-41

Message explanations

Parity/overrun error
Description:

This message may be caused by errors in the position-reference system setup/DP


setup. The data received does not match the configuration. No position from the
position-reference system is received which may be caused by:
Timeout.
No data sent from the position-reference system.

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:

Enable another position-reference system.


Check the position-reference system and its setup.
Check if the position-reference system is sending data.

PCI: Failure in devices on internal PCI bus (see message)


Description:

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:

Some extra information is found in a system message received


simultaneously as the alarm.("PCI device error. Status=xx Data=xx
Address=xx.").

Try to replace the PS (Process Station).

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.

PCU stopped by watchdog


Description:

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:

The PS (Process Station) stops.

Corrective
actions:

Restart the PS (Process Station).


If this does not solve the problem, contact Kongsberg Maritime Service.

Position dropout
Description:

This message is reported if no position reference systems are enabled, or when no


position measurements have been received and accepted by the DP system for a
defined period of time (typically 30 seconds).
The reason for the fault may be that the variance of position measurements is
high, faults in the position reference systems, or faults in the position reference
system interfaces. Alternatively, the reason may be the influence of unknown
external forces acting on the vessel that may cause the Vessel Model to greatly
differ from the position reference measurements and thus cause a prediction
error.

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.

Position out of limits


Description:

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:

Depends on the vessel's operation mode.

Corrective
actions:

Select a heading which is more favourable in the prevailing environmental


conditions.
Check for wrong measurements from the enabled position reference systems.
Enable more thrusters and/or main propellers for DP control.
If the DP system is in Auto Position mode, use system-selected heading to reduce
the power consumption.

Position presentation invalid


Description:

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:

Inaccurate position data shown on the display.

Corrective
actions:

Change the operator specified local N/E position.

358765/B

Select another display presentation (other than Local N/E).

A-43

Message explanations

Position status error


Description:

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.

Position status invalid


Description:

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.

Power 24V failed


Description:

An external 24V IO Power has failed.

Possible
consequences:

Depending on your power configuration, some external sensors may have


stopped.

Corrective tions:

Inspect and possibly replace fuse.


If power supply is failed, replace it.
Contact Kongsberg Maritime Service if this does not solve the problem.

Power failure backupgyro


Description:

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:

Backup gyro will run on secondary power supply.

Corrective
actions:

Check gyro for the backup system.

A-44

358765/A

Message explanations

Power failure backup UPS


Description:

This message is reported if a power failure on the Backup system is detected.


The reason for the fault may be UPS (Uninterruptible Power Supply) failure.
The method of detection is a digital input on the Backup system.

Possible
consequences:

Backup system unusable.

Corrective
actions:

Check UPS for the Backup system.


Do not use the Backup system.

Power limits reached on swbd [#]


Description

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

Power used by consumers (other than DP).


Power available on the swbd.
Power used by DP.

Possible
consequences

A power demand reduction if the power consumption continues to increase which,


in turn, may cause a position dropout.

Corrective
actions

If possible, start and connect more generators.


Reorganize the swbd-configuration.

Power out of range on swbd [#]


Description

This message is reported if the thruster power consumption is greater than


maximum available power for the swbd.
The reason for the fault may be an erroneous input from the thruster, generator
or swbd connections, a fault in the analogue input interface or a fault in the
cabling.
The method of detection is an analogue input from either the thruster pitch
measurements or the generator power feedback measurements compared with
programmed maximum/minimum power limits.

Possible
consequences

Power management system no longer functions correctly.

Corrective
actions

Avoid critical situations where power use is critical until the error is corrected.

358765/B

Power demand reductions performed/not performed correctly.

Replace the appropriate input interface.

A-45

Message explanations

Rescale the thruster pitch and/or generator power feedback signals.

Power out of range on generator [#]


Description:

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:

Measured power (in kW).


Maximum limit allowed.
Minimum limit allowed.

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.

Power unbalanced load on swbd [#]


Description

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

Load percentage on the swbd.

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

Power unbalanced load on thruster [#]


Description

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

Load percentage on the thruster.

Corrective
actions

Check the fuel level of each diesel connected to the thruster.


Replace appropriate input interface.
Adjust the load percentage for the diesel.

Process net disconnected


Description:

Connection to both process networks is broken.

Additional
information:

The terminal values on remote connections are not updated. The PS cannot be
controlled from the Operator station.

Corrective
actions:

Check that the network cables are plugged in.


Check the network cables.

Propeller [#] input error pitch


See Thruster/rudder [#] input error.

Propeller [#] not ready


See Thruster/rudder [#] not ready.

Propeller [#] prediction error pitch


See Thruster/rudder [#] prediction error.

PS [#] updated by online


Description

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:

The Redundancy Group fault tolerance is reduced. Continued process control


depends on the presence of other capable PSes in the redundancy group.

Corrective
actions:

Check the alarm list to find the alarm that caused the incapability
Follow the corrective actions described to fix the problem.

PS-file inconsistent with PS A


Description:

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:

Ensure that all PSes load the same configuration file.


Reload PSes that do not have an up-to-date configuration.

RAM Test error (see message)


Description:

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.

Replace the PS (Process Station) and return to Kongsberg Maritime Service


including the information described above.

Contact Kongsberg Maritime Service if this does not solve the problem.

RBUS: Conflict between configured and connected RIO


module type
Description:

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:

Check configuration for errors or replace physical RIO.

RBUS: Initial configuration and scan sequence failed


Description:

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.

RBUS: IO Scan Mail box failure. Scan not running!


Description:

Serious internal PS error.

Possible
consequences:

IO scan is not running. No IO is processed.

Corrective
actions:

Note message text, other alarm column texts and operational information. Contact
Customer Support.

RBUS: Memory allocation failure. Scan not running!


Description:

Serious internal PS error.

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.

RBUS: RIO configuration check disabled


Description:

Given when either a redundant master is set in configuration mode, or a


redundant slave is booted with initial redundancy update disabled.

Possible
consequences:

The configuration CRC is discarded and the IO input will be read and accepted.

Corrective
actions:

Alarm is cleared by backup/reboot.

RBUS: RIO module set in Maintenance mode. (See code in


separate column)
Description:

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:

The actual RIO module(s) with conflict will not be operational.

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.

RBUS: Unknown error index (See code in separate column or


message)
Description:

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:

There is no immediate way to find a correct description of the error.

Corrective
actions:

Note error data and operational information. Contact customer support.

RBUS: Unrecognized error: %d


Description:

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:

There is no immediate way to find a correct description of the error.

Corrective
actions:

Note message text and operational information. Contact customer support.

Reduced thruster alloc capability


Description:

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:

Reduced positioning capability.


Not able to manoeuvre the vessel in all directions.
Position and/or heading drift which in turn may cause a position and/or heading
alarm to be activated.

Corrective
actions:

If possible:
Enable more thrusters.
Release all fixed thrusters.
Select an allocation mode without forbidden zones.

Reference high noise


Description:

This message is reported if the variation of measurements from a position


reference system exceeds the limit.
The reason for the fault may be an error in the position reference system or in the
position reference interface to the DP-system, or environmental disturbances
(air/sea).
The method of detection is the comparison of the continuously calculated variation
of position reference measurements against the standard deviation limit.

Additional
information:

Standard deviation of the measurements from the position reference system.


Limit for acceptable standard deviation.

Possible
consequences:

The DP system performance may be degraded if the position reference system is


used.

Corrective
actions:

Check the serviceability of the position reference system.

358765/B

A-51

Message explanations

Reference high offset


Description:

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.

Reference high variance


Description:

This message is reported if the standard deviation of the measurements from a


position reference exceeds the limit.
The reason for the fault may be a fault in the position reference system, a fault in
the position reference interface to the DP-system or environmental disturbances
(air/sea).
The method of detection is the comparison of the continuously calculated standard
deviation of position reference measurements against the standard deviation limit.

Additional
information:

Limit for acceptable standard deviation.


Calculated standard deviation.

Possible
consequences:

The position reference system is rejected.

Corrective
actions:

If only intermittent, none.

Reference median deviation


Description:

This message is reported if the difference between the measurements from a


position reference system and the median of all position reference systems
exceeds the limit. The system is not rejected.
The reason for the fault may be a fault in the position reference system, a fault in
the position reference interface to the DP-system or environmental disturbances
(air/sea).
Note that several GPS systems may experience the same error if they use the
same satellite system and correction signals.

A-52

358765/A

Message explanations

Additional
information:

Limit for accepted median deviation.


Calculated median deviation.

Possible
consequences:

The Vessel Model follows a faulty position 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 median rejected


Description:

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:

Limit for accepted median deviation


Actual median deviation

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.

Vessel position relative to reference system, north coordinate


Vessel position relative to reference system, east coordinate

Reference position frozen


Description:

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

Time limit for detection


Change detection limit (m)

A-53

Message explanations

Possible
consequences:

The reference system is no longer used.

Corrective
actions:

Deselect and check the reference system.

Reference prediction error


Description:

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:

Limit for accepted prediction error


Actual prediction error

Possible
consequences:

If the system rejected the wrong reference system, the model might follow a
failed reference system.

Corrective
actions:

Verify that the test rejected the correct reference system.


Select the Monitor mode or recalibrate (disable and enable) faulty system.

Relative reference system not active


Description:

Tandem Loading mode. Relative reference systems are not selected or active.

Possible
consequences:

Tandem Loading mode will be turned off (revert to Approach/Weather Vane).

Corrective
actions:

Enable relative reference system(s).

Reserved power on swbd [#]


Description

Additional
information
Possible
consequences

The reserved power function is turned on at the Vessel Automation System


Operator Station. This function reserve power for external equipment on this
swbd, leaving less power for position-keeping.

Reserved power after scaling


Reserved power before scaling

It is easier to get demand-reduction, and possibly drift-off, when power is


reserved for external equipment.

RIO: AO not calibrated


Description:

The analog output circuits on the RIO module are not calibrated.

Possible
consequences:

Analog output values might not be within accuracy limits.

A-54

358765/A

Message explanations

Corrective
actions:

Note error data and operational information. Replace RIO module. Contact
customer support.

RIO: Configuration CRC error


Description:

The RIO module has wrong configuration and must be reconfigured.

Possible
consequences:

The RIO module is reconfigured by the active RCU master.

Corrective
actions:

Note message text and operational information.


Contact Customer Support if the alarm does not disappear after reconfiguration.

RIO: Critical temperature (restart required)


Description:

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.

RIO: Current feedback outside tolerance


Description:

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:

Check physical loop/cabling.

RIO: Error in readback of AO test value (reset required)


Description:

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.

RIO: Function (opcode) is not in this revision/release


Description:

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:

Download new RIO Firmware.

RIO: FW A version is less than minimum.


Description:

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.

RIO: FW P is less than minimum.


Description:

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.

RIO: Ground monitoring error


Description:

Ground monitoring indicates that ground leakage is outside set limits.

Possible
consequences:

No immediate functional consequences, but if the condition persists, the signal


values might be affected

Corrective
actions:

Measure ground isolation/Check cabling.

RIO: Ground monitoring error, lower voltage limit exceeded.


Description:

The internal ground monitoring voltage reading for the non-isolated channels is
below the application configured limit.

Possible
consequences:

No immediate functional consequences, but if the condition persists, the signal


values might be affected.

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

RIO: Ground monitoring error, upper voltage limit exceeded


Description:

The internal ground monitoring voltage reading for the non-isolated channels is
above the application configured limit.

Possible
consequences:

No immediate functional consequences, but if the condition persists, the signal


values might be affected.

Corrective
actions:

Check if limit is correctly configured. If so, check if any channel related alarms are
active, and check loop/cabling.

RIO: Ground monitoring error, (Iso1) lower voltage limit


exceeded
Description:

The internal ground monitoring voltage reading for the isolated channel 6 is below
the application configured limit.

Possible
consequences:

No immediate functional consequences, but if the condition persists, the signal


values might be affected.

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.

RIO: Ground monitoring error, (Iso1) upper voltage limit


exceeded
Description:

The internal ground monitoring voltage reading for the isolated channel 6 is above
the application configured limit.

Possible
consequences:

No immediate functional consequences, but if the condition persists, the signal


values might be affected.

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.

RIO: Ground monitoring error, (Iso2) lower voltage limit


exceeded
Description:

The internal ground monitoring voltage reading for the isolated channel 8 is below
the application configured limit.

Possible
consequences:

No immediate functional consequences, but if the condition persists, the signal


values might be affected.

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

RIO: Ground monitoring error, (Iso2) upper voltage limit


exceeded
Description:

The internal ground monitoring voltage reading for the isolated channel 8 is above
the application configured limit.

Possible
consequences:

No immediate functional consequences, but if the condition persists, the signal


values might be affected.

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.

RIO: Ground monitoring error, lower current limit exceeded


Description:

The internal ground monitoring current reading is below the application configured
lower limit.

Possible
consequences:

No immediate functional consequences, but if the condition persists, the signal


values might be affected.

Corrective
actions:

Check if limit is correctly configured. If so, check if any channel related alarms are
active, and check loop/cabling.

RIO: Ground monitoring error, upper current limit exceeded


Description:

The internal ground monitoring current reading is above the application configured
upper limit.

Possible
consequences:

No immediate functional consequences, but if the condition persists, the signal


values might be affected.

Corrective
actions:

Check if limit is correctly configured. If so, check if any channel related alarms are
active, and check loop/cabling.

RIO: High temperature


Description:

The temperature within the RIO module cabinet is higher than the application
configured limit.

Possible
consequences:

No immediate functional consequences, but increasing temperature might result in


reaching a critical level.

Corrective
actions:

Ensure proper cooling. Try to restart the RIO Module. If this does not help, replace
the module.

RIO: Highside drivers are off


Description:

A-58

Output circuit HI connection drivers are switched off.

358765/A

Message explanations

Possible
consequences:

Output signals are set to zero value.

Corrective
actions:

Check physical loop/cabling. Remove error, then activate manual reset.

RIO: HighSide driver blocked ON


Description:

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:

Replace RIO module.

RIO: Illegal direction configuration


Description:

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:

Note error data and operational information. Contact customer support.

RIO: Illegal loop monitoring type


Description:

For some reason, the I/O configuration for channel loop monitoring does not
match the capability of the RIO module.

Possible
consequences:

Loop monitoring for some channels will not work properly.

Corrective
actions:

Check configuration files. Contact Customer Support.

RIO: Illegal signal or range type


Description:

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:

Check configuration files. Contact customer support.

358765/B

A-59

Message explanations

RIO: Loop mon. error 4


Description:

Unknown loop monitoring error 4.

Possible
consequences:

Is a symptom of an unknown FW error in the RIO module.

Corrective
actions:

Note error data and operational information. Contact customer support.

RIO: Loop mon. error 5


Description:

Unknown loop monitoring error 5.

Possible
consequences:

Is a symptom of an unknown FW error in the RIO module.

Corrective
actions:

Note error data and operational information. Contact customer support.

RIO: Loop Power error


Description:

Error in external 24 V loop power. Outside legal range (18-32 V).

Possible
consequences:

The functional consequences are unpredictable. I/O-values may not be trusted.

Corrective
actions:

Check 24V loop power. Try to restart the RIO Module.


If this does not help, replace the module.

RIO: Loop Stuck


Description:

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:

Check physical loop/cabling.

RIO: Module configuration error


Description:

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:

Note error data and operational information. Contact Customer Support.

RIO: Not in normal IO mode. Automatically set to normal


Description:

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.

RIO: On-board reference voltage error (reset required)


Description:

Testing of an internally generated voltage has failed.

Possible
consequences:

No immediate consequence for I/O-values, but is a symptom that something is


wrong either with external power/cabling or RIO Module FW.

Corrective
actions:

Check cabinet power and earth connections. Try to reset the RIO Module. If this
does not help, replace the module.

RIO: On-board reference voltage error (restart required)


Description:

Testing of a internally generated vital CPU voltage has failed.

Possible
consequences:

This may influence the channel I/O-values.

Corrective
actions:

Check cabinet power and earth connections. Try to restart the RIO Module.
If this does not help, replace the module.

RIO: On-board voltage error. GND1 (reset required)


Description:

An internal PCB ground level identified as GND1 is out of limits.

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.

RIO: On-board voltage error. GND2 (reset required)


Description:

358765/B

An internal PCB ground level identified as GND2 is out of limits.

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.

RIO: On-board voltage error. PWR2 (reset required)


Description:

An internal power identified as PWR2 is out of limits.

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.

RIO: On-board voltage error. PWR3 (reset required)


Description:

An internal power identified as PWR3 is out of limits.

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.

RIO: On-board voltage error. PWR4 (reset required)


Description:

An internal power identified as PWR4 is out of limits.

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.

RIO: On-board voltage error. REF1 (reset required)


Description:

An internal reference voltage identified as REF1 is out of limits.

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

RIO: On-board voltage error. REF2 (reset required)


Description:

An internal reference voltage identified as REF2 is out of limits.

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.

RIO: On-board voltage error. Vital CPU voltage PWR1 (reset


required)
Description:

An internal vital CPU voltage identified as PWR1 is out of limits.

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.

RIO: On-board voltage error. Vital CPU voltage PWR1 (restart


required)
Description:

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.

RIO: Open loop/Cable break


Description:

A field terminal connection is missing or a field cable is broken (Open loop).

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:

Check physical loop/cabling.

RIO: Overload protection activated (reset required)


Description:

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:

To prevent damage to internal circuits, overload protection is activated. If signal is


input, value is frozen to last valid input.
If output, it is internally disconnected until the problem is solved and a manual
reset is activated.

Corrective
actions:

Check physical loop/cabling. Remove error, then activate manual reset.

RIO: PDU turned OFF (reset required)


Description:

Second barrier (PDU) activated to ensure shutdown, due to DO-HSDs not


functioning.

Possible
consequences:

Shutdown. NB: Overrides all other loop monitoring results.

Corrective
actions:

Check physical loop/cabling. Remove error, and then activate manual reset.

RIO: Power A failure


Description:

One or more RIO modules has detected power failure on RBUS A.

Possible
consequences:

No immediate functional consequences, but power redundancy is reduced to a


single power system for one or more RIO modules.

Corrective
actions:

Check RBUS A power/cabling.

RIO: Power A failure (restart required)


Description:

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:

The RIO module has probably stopped working altogether.

Corrective
actions:

Check RBUS A power/cabling. Try to restart the RIO module.


If this does not help, replace the module.

RIO: Power B failure


Description:

One or more RIO modules has detected power failure on RBUS B.

Possible
consequences:

No immediate functional consequences, but power redundancy is reduced to a


single power system for one or more RIO modules.

Corrective
actions:

Check RBUS B power/cabling.

A-64

358765/A

Message explanations

RIO: Power B failure (restart required)


Description:

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:

The RIO module has probably stopped working altogether.

Corrective
actions:

Check RBUS B power/cabling. Try to restart the RIO module.


If this does not help, replace the module.

RIO: Probable short-circuit


Description:

There is probably a short circuit between two field terminals or cables.

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:

Check physical loop/cabling.

RIO: RBUS cables are crossed


Description:

An erroneous connection is done so that cables for RBUS A and RBUS B have been
crossed.

Possible
consequences:

No immediate functional consequences.

Corrective
actions:

Check physical loop/cabling.

RIO: Relay or relay driver fault


Description:

Internal self test of relay drivers have failed.

Possible
consequences:

The RIO module probably needs to be repaired.

Corrective
actions:

Check physical loop/cabling. Replace RIO module.

RIO: Reversed polarity


Description:

The measurements on the loop terminal connections for the actual channel
indicate that the terminals have been swapped or otherwise erroneously
connected.

Possible

The IO value on the actual channel will not be correct.

358765/B

A-65

Message explanations

consequences:
Corrective
actions:

Check physical loop/cabling.

RIO: Scheduler stopped (restart required)


Description:

The RIO module internal FW scheduler has stopped.

Possible
consequences:

The RIO module is not functioning.

Corrective
actions:

Try to restart the RIO Module. If this does not help, replace the module.

RIO: Selftest current error


Description:

Self test of current output loop gave error in comparing set point and feedback.

Possible
consequences:

Output values may be stuck.

Corrective
actions:

Check physical loop/cabling.

RIO: Self-test error (restart required)


Description:

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!)

RIO: Selftest voltage error


Description:

Self test of voltage output loop gave error in comparing set point and feedback.

Possible
consequences:

Output values may be stuck.

Corrective
actions:

Check physical loop/cabling.

A-66

358765/A

Message explanations

RIO: Short-circuit
Description:

There is a short circuit between two field terminals or cables.

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:

Check physical loop/cabling.

RIO: Test channel error


Description:

Error on one of the RIO module internal test channels.

Possible
consequences:

The RIO module is not able to complete all self test routines.

Corrective
actions:

Replace RIO module

RIO: Too low feedback while PDU=1


Description:

Second barrier (PDU) does not seem to work.

Possible
consequences:

Second barrier may not be able to ensure shutdown. NB: Overrides all other loop
monitoring results.

Corrective
actions:

Replace RIO module.

RIO: Too slow signal transition


Description:

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:

Replace RIO module.

RIO: Voltage feedback outside tolerance


Description:

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

Check the physical loop/cabling.

358765/B

A-67

Message explanations

actions:

Rudder [#] input error


See Thruster/rudder [#] input error.

Rudder [#] not zero


Description:

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:

Full station-keeping is not guaranteed. A position and/or heading alarm may


occur.

Corrective
actions:

Check the rudder position and the rudder pumps. Set the rudder in the neutral
position.

Rudder [#] prediction error


See Thruster/rudder [#] prediction error.

Rudder [#] triangle pot error


See Thruster/rudder [#] triangle pot error.

Rudder in azimuth limits


See Thruster/rudder in azimuth limits.

Save PS error (see message)


Description:

This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Possible
consequences:

The system might not function properly.

Corrective
actions:

Check configuration.
Should this message occur during normal operation, contact Kongsberg
Maritime Service.

SBC Fan stopped


Description:

A-68

The fan on the PS (Process Station) is not running.

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.

SBC High temperature


Description:

The temperature in the Process Station is too high.

Possible
consequences:

The computer will experience reduced life-time and may stop.

Corrective
actions:

Lower the temperature in the room where controller is located.


Contact Kongsberg Maritime Service if this does not solve the problem.

Sensor [#] not ready


Description:

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:

Enable another sensor.

Sensor [#] prediction error


Description:

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:

Check the sensor - DP interface.


Consider to disable the sensor.

Sensor [#] rejected


Description:

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:

Channel (e.g. for VRS; Roll Pitch or Heave)


For Gangway: sensor number. Not applicable for other sensors.

Possible
consequences:

The DP system will automatically use data from the other enabled sensors.

Corrective
actions:

No actions are necessary if the error message is only reported occasionally. If


reported frequently, disable and repair the faulty sensor.

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

No action is necessary if the error message is only reported occasionally. If


reported frequently, check which of the sensors that has the error, and if needed,
disable and repair the sensor.

Sensor not enabled


Description:

This message is reported if no sensor of this type is enabled by the operator.

Possible
consequences:

The sensor value will be set to zero.

Corrective
actions:

Enable a sensor.

Sensor prediction error


Description:

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:

Check the sensor and its interface to the DP PS.

A-70

358765/A

Message explanations

Seismic ext ROT speed limit


Description

The rate of turn limit received from the external seismic computer was less than
operator selected rate of turn.

Additional
information

Rate of Turn received from external seismic computer (deg/min)


Operator selected rate of turn (deg/min)

Possible
consequences

Vessel might not be able to follow planned track/turn due to the limitation
received from seismic computer.

Corrective
actions

Depending on operation, increase external rate of turn limit in seismic computer or


lower operator selected rate of turn.

Seismic ext speed limit


Description

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.

Seismic offset exceeds limit


Description

The change in track offset received from the external seismic computer was larger
than normal.

Possible
consequences

Deviation from track if the new offset is not correct.

Corrective
actions

Verify that the new track offset is correct.

Seismic track direction limit


Description

The change in track direction received from the external seismic computer was
larger than normal.

Possible
consequences

Deviation from track if the new direction is not correct.

Corrective
actions

Verify that the new track direction is correct.

358765/B

A-71

Message explanations

Speed GPS [#] high noise


Description:

This message is reported if the variation of speed/rate of turn measurements from


a speed/ROT measurement system exceeds limits.
The measurement system may be GPS or Doppler Log.
The reason for the fault may be an error in the speed/ROT measurement system,
or environmental disturbances (air/sea), pitch/roll or air bubbles if using doppler
log.
The method of detection is by comparison of the continuously calculated variation
of speed/ROT measurements against the standard deviation limit.

Possible
consequences:

The DP system performance may be degraded if the speed/ROT measurement


system is used.

Corrective
actions:

Check the serviceability of the speed/ROT measurement system.

Speed GPS [#] prediction error


See Sensor [#] prediction error.

Speed log [#] not ready


See Sensor [#] not ready.

Speed log [#] prediction error


See Sensor [#] prediction error.

Speed sensor dropout


Description:

Speed input to DP is frozen. This may be because there is no speed sensor


selected or ready.

Possible
consequences:

Position dropout if the estimated speed is wrong.

Corrective
actions:

Enter the correct alongship speed in the speed sensor dialog. Enable speed
sensors if applicable.

Stack [#] read error


Description

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

Sensor data cannot be used.

Corrective action

Disable the sensor and contact Kongsberg Maritime Service

A-72

358765/A

Message explanations

Stack overflow (see message)


Description:

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.

It is an indication that somewhere in the software, a task has used more


stack than assumed to be normal,

or a software failure has caused an uncontrolled memory write, accidentally


being in the stack area.

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,

but if it is caused by an uncontrolled memory write, the functional


consequences are unpredictable.

The PS (Process Station) may stop.

As indicated in the alarm-text, some extra information is found in a system


message received simultaneously as the alarm, containing size of the
remaining stack, and indication of which task is the stack owner. Note error
data and operational information.

Contact Kongsberg Maritime Service.

Swbd/Generator/Thruster/Reserved connection failure


Description

This message is reported if the connect signal has a fault status.


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 status of the digital input signals.

Additional
information

The identifier for the connection.

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

Check cabling. Replace appropriate input interface.

System file decode error


Description:

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

System file decode OK


Description:

Decoding the ASCII (American Standard Code for Information Interchange)


system parameter files was successful. The system parameters were read
properly.

System file flash copy error


Description:

Copying of ASCII (American Standard Code for Information Interchange) system


parameters files to flash prom failed.

Possible
consequences:

The PS (Process Station) will not function normally after a reboot.

Corrective
actions:

Retry flash operation.


Replace PS.

System file flash copy OK


Description:

ASCII (American Standard Code for Information Interchange) system parameter


files copied successfully to flash prom.

System file parameter inconsistency


Description:

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:

Contact Kongsberg Maritime Service.

System file read error


Description:

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:

Try to reset the PS. Contact Kongsberg Maritime Service.

A-74

358765/A

Message explanations

System file write error


Description:

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:

The system parameters are not written correctly.

System file write error wrong No of bytes


Description:

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.

System file write OK


Description:

The ASCII (American Standard Code for Information Interchange) system


parameters were written correctly to disk.

System selected heading not possible


Description:

This message indicates that it is not possible to calculate a system selected


heading. The measured wind and/or calculated current are too low. If the system
selected heading function was on, it is now turned off automatically.

Possible
consequences:

The system selected heading function can not be used at this time.

SysTick Timer/Interrupt error


Description:

The reason is probably a failure in the Sys-Tick timer.


Probability of getting the system alarm reported, is very low, since the whole is
executed based on this timer.

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.

Replace the PS (Process Station).


Note the alarm text.
Describe the current operation executed.
Return the PS with the information enclosed, to Kongsberg Maritime Service.
Contact Kongsberg Maritime Service if this does not solve the problem.

A-75

Message explanations

SysTick Timer/Interrupt error


Description:

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.

Telegram checksum error


Description:

This message is reported if there is a checksum error in a telegram received from


a position-reference system/sensor.

Possible
consequences:

The data in this telegram is not used by the DP system.

Corrective
actions:

Check if there is electrical noise.


Check the serial input interface.

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:

If required, enable another reference system/sensor.


Check the reference system/sensor.
Check the cabling and connections.
Replace SBC and check reference system hardware.

Thruster [#] input error pitch


See Thruster/rudder [#] input error.

A-76

358765/A

Message explanations

Thruster [#] not ready


See Thruster/rudder [#] not ready.

Thruster [#] prediction error


See Thruster/rudder [#] prediction error.

Thruster [#] ready running conflict


Description

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

No feedback force will be calculated for the thruster.

Corrective
actions

The thruster should be switched off.


Check the input interface and the thruster feedback equipment.

Thruster [#] triangle pot error


See Thruster/rudder [#] triangle pot error.

Thruster in azimuth limits


See Thruster/rudder in azimuth limits.

Thruster/rudder [#] input error


Description:

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

Azimuth, Force, Pitch, Power or RPM


Measured feedback
Expected (estimated) feedback

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.

Thruster/rudder [#] not ready


Description:

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:

Full station-keeping is not guaranteed. Position/heading alarm may come.

Corrective
actions:

(Re)start thruster, propeller or rudder if possible and wanted. If the remaining


thrust is sufficient the DP is fully operational. Check ready state from thruster,
propeller or rudder system.

Thruster/rudder [#] prediction error


Description:

This message is reported if the Azimuth/Force/Pitch/Power/RPM setpoint and


feedback of this thruster do not agree.
The method of detection is comparison between expected and measured feedback.
The reason for the fault may be failure in output interface, thruster control
equipment or input interface.

Additional
information:

Azimuth, Force, Pitch, Power or RPM


Measured feedback
Expected (estimated) feedback

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/output interface. Compare measurements on display with
indicators on bridge console. Replace input interface if there is considerable
deviation. If not, replace appropriate output interface.

Thruster/rudder [#] ready


Description:

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.

Thruster/rudder [#] RPM feedb failure


Description:

A-78

This message is reported if there is a feedback failure for this thruster.

358765/A

Message explanations

Possible
consequences:

Thruster malfunction.

Corrective
actions:

Check the SVC (Kongsberg Vessel Control) Operator Station for details.

Thruster/rudder [#] triangle pot error


Description:

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.

Thruster/rudder in azimuth limits


Description:

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:

Steering group name, (if two or more steering groups exist).

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.

Thrusters not ready


Description:

No thrusters/propellers ready for DP.


The reason for this fault may be that no thrusters or propellers are running. If the
vessel has a switch or button to select between manual and DP thruster control,
this switch/button may be set to manual. The ready state from thruster or
propeller system is not active. There may be errors in thruster or propeller
electronic, digital input interface or cabling.
The method of detection is digital input (stand-alone systems).

Possible
consequences:

358765/B

Cannot perform any DP function.

A-79

Message explanations

Corrective
actions:

Check the position of the manual/DP switch/button.


Try to start thrusters or propellers. Check ready state from thruster, propeller or
rudder system.
If required, for stand-alone systems, have the digital interface card replaced.

Too many messages


Description:

This message is reported if the number of active and unacknowledged messages


exceeds 100.
The reason for this may be that there are too many error conditions detected or
the messages have not been acknowledged.

Possible
consequences:

New messages are ignored!

Corrective
actions:

Correct cause for alarms.


Acknowledge messages.

Too many tasks registered


Description:

Only a finite number of tasks can be supervised by the software Watchdog. Too
many tasks have been registered.

Possible
consequences:

A task that is supposed to be supervised by the software Watchdog, is not


supervised. If this is a vital task, the PS (Process Station) may not stop (go to
failsafe) if e.g. an exception occurs in the task.

Corrective
actions:

Contact Kongsberg Maritime Service.

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:

If required, enable another reference system/sensor.


Check the reference system/sensor.
Check the cabling and connections.
Replace SBC and check reference system hardware.

Tunnel [#] input error pitch


See Thruster/rudder [#] input error.

Tunnel [#] not ready


See Thruster/rudder [#] not ready.

Tunnel [#] prediction error pitch


See Thruster/rudder [#] prediction error.

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:

System may not work properly.

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:

System may not work properly.

Corrective
actions:

Should this message occur during normal operation, contact Kongsberg Maritime
Service.

Unknown error (see message)


Description:

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:

Some extra information is found in a system message received simultaneously as


the alarm : "Unknown error. Testno=xx Address=xx ErrorData=xx". Note the
alarm/message texts, describe the current operation executed and contact
Kongsberg Maritime Service.

UPS earth failure


Description:

This is a digital input indicating a UPS (Uninterruptible Power Supply) warning. It


may be an earth failure detected by the UPS.

Corrective
actions:

Check UPS.

UPS failure
Description:

This is a digital input indicating a UPS (Uninterruptible Power Supply) failure.


The reason for this fault may be power input to UPS missing, UPS breakdown or
internal UPS error.

Possible
consequences:

Generally the consequences are serious.

Corrective
actions:

Check UPS.
The vessel should not be on DP.

UTM zone offset


Description:

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:

System UTM zone


Actual deviation from center of UTM zone in degrees

Possible
consequences:

Inaccurate position data in display.

Corrective
actions:

Change UTM-zone for display.

VRS [#] not ready


See Sensor [#] not ready.

A-82

358765/A

Message explanations

VRS [#] prediction error


Description

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

Last axis failed (Roll or Pitch)


Actual measurement
Rejection limit

Possible
consequences

The DP system will automatically use data from (one of) the other enabled
sensor(s).

Corrective
actions

Check the sensor and the interface to the DP.


Consider to disable the sensor.

VRS [#] rejected


See Sensor [#] rejected.

VRS difference
See Sensor difference.

VRS not enabled


See Sensor not enabled.

Watchdog limit exceeded


Description:

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:

Scheduled functions are not executed. The consequences depends on the


importance of the functions executed in the task.
The PS may be stopped by the software Watchdog.

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.

Watchdog: Timer/Interrupt error


Description:

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:

Replace the PS (Process Station).


Note the alarm text.
Describe the current operation executed.
Return the PS with the information enclosed, to Kongsberg Maritime Service.
Contact Kongsberg Maritime Service if this does not solve the problem.

Watchdog: Timer/Interrupt error


Description:

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.

Wind [#] not ready


See Sensor [#] not ready.

Wind [#] rejected


See Wind [#] sensor rejected.

A-84

358765/A

Message explanations

Wind difference
See Sensor difference.

Wind not enabled


See Sensor not enabled.

Wind sensor height inconsistency


Description:

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:

Sensor number (1, 2, 3, ..)

Possible
consequences:

Wind compensation may be inaccurate.

Corrective
actions:

Investigate draught and wind sensor. Correct draught. If wind sensor is in use
change to a different sensor.

Zero pointer usage (see message)


Description:

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

As indicated in the alarm-text, some extra information about the overwriting


is found in a system message received simultaneously as the alarm. Write
down the event-text, describe the current operation executed and what
processor is failing (given in parenthesis before the alarm-text), and report
this to Kongsberg Maritime Service.

It is also possible that this type of error is caused by a HW component error.


If possible, try to change with another PS (Process Station). If the error
moves with the PS (Process Station), the failing PS should be returned to
Kongsberg Maritime Service.

Contact Kongsberg Maritime Service if this does not solve the problem.

A-85

Message explanations

A-86

358765/A

2012

Kongsberg Maritime