.

TECHSOL Techsol Électrotechnique

Industrielle & Maritime
Québec (Québec) G1K 9J9
Tel. : (418) 688-2230
Fax : (418) 688-2233
 INDEX

INTRODUCTION

CHAPTER 1
1. System components
1.1 Local input/output units
1.2 Programmable logic controller (PLC)

CHAPTER 2
2. Power plant monitoring

CHAPTER 3
3. Speed and direction signal

CHAPTER 4
4. Propulsion Control
4.1 Taking command
4.2 Emergency stop
4.3 Station transfer
4.4 Local mode
4.5 EOS mode
4.6 Manual mode
4.7 Manual Override
4.8 IJS, DP and Autopilot modes
4.9 Indicators’ guide

CHAPTER 5
5. Troubleshooting
5.1 Hardware troubleshooting
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POWER MANAGEMENT / PROPULSION CONTROL SYSTEM

MAX II

INTRODUCTION:

The integrated Power Management/Propulsion Control System (PMS/PCS) ''MAX II'' is

developed from equipment that is '' type approved''. The ''MAX II'' has been developed to be as
user friendly as possible.

The system design is based on intelligent distributed I/O modules grouped inside local units.
Each unit is able to accommodate up to eight (8) I/O modules. These I/O modules can be a mix
of a wide variety of types including digital, 4-20mA, RTD, TC, and even processor modules,
which make them easy to adapt to any specific customer applications. They have the capacity of
self diagnostic down to the sensor level. The system will inform the operator inside the alarm
page of the Alarm Monitoring System ''MAX II'' of any default found, including open wire,
shorted input, under range, over range, wiring error. These features make the system easy to
troubleshoot without specific knowledge being required from the operator.

Data from each local unit is available through a dual redundant high speed data bus. This data is
then received by the central processor (PMS/PCS PLC). The PMS/PCS PLC’s main purpose is to
centralize the data received from all propulsion devices (Generators and Motors), process it and
distribute the result to the appropriate locations. The PMS/PCS PLC has direct access to local
unit I/O modules; therefore it has the capability to control output for process control functions.

To increase reliability of the entire PMS/PCS, two (2) PLC’s are mounted on a redundant
network to prevent single point failure. Both PLC’s have access to all local unit I/O modules
using a dual redundant high speed data bus. To reduce the possibility of failure further and to
reduce the data process time, the PMS/PCS functionalities have been reduced to the minimum
required for the application. All signals from and to the PMS/PCS are hardwired to I/O modules.
All signals from and to the DP2 system and the independent joystick systems are achieved with a
separate redundant network.

Instruction manual PMS Rigdon-2007-02-14 3

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1.0 System components

The OSV PMS/PCS is divided into two (2) principal sections:

 Local input/output units (5);

 Programmable logic controller (2);

1.1 Local input/output units:

These units are responsible for the collection of information relative to the state of different
principal and auxiliary propulsion equipment, and where required, they also control output
for control purpose such as speed reference, kilowatts limit, and thruster direction. These
units are located inside the engine room and inside each of the wheelhouse control stations.
They have the possibility to support a minimum of 90 digital and 112 analog signals.

The PMS has two hot backup redundant PLC’s and remote I/O panels. The propulsion
control stations are configured as follows:

Wheelhouse input/output units particular arrangement:

One Remote I/O panel (A4) is mounted in the forward console and one Remote I/O panel
(A5) is mounted in the aft console. The Port Azimuth Thruster and Forward Bow Thruster
controls and indication on the forward control panel are wired to the aft (A5) remote I/O
panel. All other controls and indication on the forward control panel are wired to the
forward (A4) remote I/O panel. The Port Azimuth Thruster and Forward Bow Thruster
controls and indication on the aft control panel are wired to the forward (A4) remote I/O
panel. All other controls and indication on the aft control panel are wired to the aft (A5)
remote I/O panel.

In the event of a failure or loss of the A4 panel, the “Control Fault” indicators for the Stbd
Azimuth Thruster, Aft Bow Thruster, and Center Fixed Thruster will illuminate on the
forward control panel. Likewise, the “Control Fault” indicators for the Port Azimuth
Thruster and the Forward Bow Thruster will illuminate on the aft control panel.

In the event of a failure or loss of the A5 panel, the “Control Fault” indicators for the Stbd
Azimuth Thruster, Aft Bow Thruster, and Center Fixed Thruster will illuminate on the aft
control panel. Likewise, the “Control Fault” indicators for the Port Azimuth Thruster and
the Forward Bow Thruster will illuminate on the forward control panel.

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1.1 (cont.):

The transfer pushbuttons on each control panel have two sets of contacts. The contacts
are independent of each other so that a fault of one will not affect the other. One set of
contacts from each control panel is wired to the A4 panel and the other set to the A5
panel. This way, in the event of a complete loss of the A4 or A5 panels, control transfer
may still be accomplished.

1.2 Programmable logic controller (PLC):

The two (2) programmable logic controllers have the responsibility to centralize all
information received from different equipments. They act as a link between the user
request and the propulsion system. They gather, in a central data base, information
received by both the equipment and the operator through sensors and control levers. Based
on the information received, they will take the appropriate action based on the assigned
instruction (program). The two (2) PLC’s are redundant. In normal operation, the AOM
PLC is in command. Should this PLC fail for any reason, the other PLC (AON) will take
over and keep full control of the vessel propulsion.

In this OSV PMS/PCS application, the programmable logic controller’s main duties are:

 Monitoring of power plant available and consume power;

 Monitoring of power plant equipment status
 Conditioning of speed and direction reference received from the levers, DP, or IJS
control;
 Control station transfer logic;
 Report of system faults;

By centralizing the information, the system’s time response is greatly improved.

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2.0 Power plant monitoring

The Power Management/Propulsion Control System (PMS/PCS) receives kilowatt and

ampere feedback from each generator and sent it to the DP system for power availability
reference .The PMS sends independently to each of the five (5) propulsion SCR drives the
KW Max and AMP Max of the highest loaded generator. Each SCR drive will be
programmed to phase back based on these two signals to hold the generator load to a specific
setpoint. They will send kilowatt feedback through the PMS for the DP system reference. In
the same way, each generator and propulsion devices are monitored for failure and breaker
position. All those signals are hardwired to the PMS/PCS I/O box. In the event of a split bus
operation, each side of the switchboard will be treated independently. Therefore, port side
switchboard propulsion devices will receive information of available power on that side of
the switchboard. The same scenario applies to the starboard side switchboard propulsion
devices.

The power plant capacity is continuously monitored, when the kilowatts reach 110 % of the
plant's available power, the operator will be advised of the overload situation by a red
blinking light indicator at both wheelhouse stations.

3.0 Speed and direction signal

Speed and/or direction command and feedback from each propulsion device are treated
independently from each other. Input for all azimuth thrusters are 0 to 10V. Those for bow
thrusters are +/- 10V. Outputs are 4-20 mA signals, allowing failure detection of those
control loops. The PLC feed the propulsion device with reference signal coming either from
the manual control levers or the IJS / DP system.

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4.0 Propulsion Control:

4.1 Taking command:

There is no control transfer between the engine room and the wheelhouse station. Therefore,
safety precautions need to be in place to prevent runaway condition of any thruster when
started. The ‘’Taking command’’ algorithm is always looking at the ‘’Ready’’ signal from
each propulsion device. When selecting a control lever, if the control lever is not in zero
position, the ‘’Ready’’ signal will not be asserted, thus preventing the lever from being
activated. If the ‘’Ready’’ signal is lost, that propulsion device goes off line automatically, its
Ready indicator will be off and the station transfer buzzer will sound. With this sequence
implanted, the safety factor is respected for a normal startup sequence or a loss of propulsion
device. In both cases, the propulsion device will have to be selected again in ‘’Manual
Mode’’ with the speed reference at ‘’Zero’’ or in‘’IJS / DP Mode’’.

The SCR ready indicator for each individual L-Drive will flash when a ready signal is not
received from the steering control system to the SCR drive.

4.2 Emergency stop

An emergency stop pushbutton for each thruster is located on each pilothouse console.
These pushbuttons are hardwired directly to each SCR drive. The buttons are configured to
pull for an emergency stop and will instantly inhibit the SCR firing which will stop the motor
rotation.

4.3 Station transfer :

Important note: Station transfer sequence does not affect the thrusters selected for DP
Mode operation.

Power up

On power up of the system, the fwd “active station in control” indicator will flash on the fwd
console and the aft “active station in control” indicator will flash on the aft console until the
operator depress the flashing “active station in control” pushbutton at the desired active
station then the pushbutton will be steady illuminated.

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Transfer between the 2 bridge stations

Station transfer can be easily achieved from any of the wheelhouse control stations (forward
or after) with a single pushbutton operation.

4.3 (cont.):

Transfer between the 2 bridge stations (cont.)

The Active Station in Control Indicator, (Transfer Pushbutton/Indicator), is illuminated at all

control stations indicating which station has control of the propulsion machinery.

The active “Mode” pushbutton is illuminated at all Bridge control stations indicating which
mode the propulsion machinery is operating under (Manual, IJS, DP, AP).

To transfer control, the operator needs to depress the pushbutton for the desired control
station at the active station, thereby offering control to the desired control station. The
pushbutton for the desired control station will begin to flash at all stations and the transfer
buzzer will sound at all stations. At this point, the operator still has full control of any
thruster selected in manual command mode at the station where he is located. The operator
will then depress the flashing pushbutton at the desired control station and control is
transferred to that station making it the active control station. If the operator wants to stop the
transfer station, he needs to push back the station transfer pushbutton on the active station
and it will stop blinking, the buzzer will stop sounding and the station transfer will be
cancelled. The transfer pushbutton indicating the active control station will be steadily
illuminated at all control stations indicating which control station is in control.

The above control transfer procedure does not apply to the Local control of each thruster or
the EOS remote control station. Upon switching the Local/Remote switch in the SCR drive
or the thruster room steering control panels to the Local position, the thruster is automatically
transferred to local control. Upon switching the EOS/Bridge switch on the EOS remote
control panel to the EOS position, the thruster is automatically transferred to EOS control.

Manual Mode is the default mode of operation. Then, the operator will select the desired
mode of operation (DP, IJ, AP) by depressing the mode select pushbutton on the active
control panel.

Upon depressing the mode select pushbutton, all thrusters will be transferred to the desired
mode of operation unless the “manual override” mode is selected for a particular thruster. All
thrusters except for those in “Manual Override” mode will be transferred to the desired mode
of operation.

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4.3 (cont.):

Transfer between EOS station and bridge station

When the EOS Remote Control Panel takes control of one thruster only (Port or Stbd Main) :

 The thruster “Ready” indicator on the Bridge Remote Control Panels will
extinguish for the thruster being controlled by the EOS remote controls.
 The EOS indicator will flash at the bridge remote control stations.
 The Bridge Remote Control station that is in control will maintain control of the
remaining four thrusters
 The indicator for the Bridge Remote Control station in control will remain steady
illuminated
 The DP and IJ systems will lose the ready signal for the thruster in control at the
EOS station.
 The buzzer will sound to alert the operator that a change has occurred.

When both main thrusters are selected at the EOS remote control station:

 The indicator for the Bridge Remote Propulsion Control Station in control will
extinguish.
 The thruster “Ready” indicators will extinguish for the main thrusters.
 The “EOS” indicator will illuminate steady on at all remote control stations.
 The propulsion control system PLC’s will set thrust commands to all thrusters to
0. Steering will remain at last command ordered.
 The buzzer will sound to alert the operator that a change has occurred.

When a thruster is switched from EOS to Bridge control:

 The thruster ready indicator on the Bridge Remote Control Panels for the thruster
will illuminate provided all other Thruster “Ready” conditions have been
satisfied.
 If only one thruster was in EOS mode, manual control of the thruster will be given
to the Bridge Remote Control station in control. From this position, normal
operation procedures for the thruster will resume.
 If both main thrusters are switched from EOS to Remote mode, manual control
will be given to the Forward Bridge Remote Control Station. From this position,
normal operation procedures for the thrusters will resume. The indicator for the
forward bridge remote control station will illuminate steady at all remote control
stations
 The buzzer will sound to alert the operator that a change has occurred.

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4.3 (cont.):

Transfer between local station and bridge station

When “Local” is selected at either the SCR drive or the steering control panel in the thruster
room:

 The thruster “Ready” indicator on the Bridge Remote Control Panels will
extinguish for the thruster being controlled locally regardless of whether only
steering or only thrust control has been transferred to Local mode.
 The propulsion control system will set the thrust command to 0. Steering will
remain at last command ordered.
 If only one main thruster is placed in Local control, the Bridge Remote Control
station that is in control will maintain control of the remaining four thrusters.
 If only one main thruster is placed in Local control, the indicator for the Bridge
Remote Control station in control will remain steady illuminated.
 The DP and IJ systems will lose the ready signal for the thruster in Local control.
 The buzzer will sound to alert the operator that a change has occurred.

When local mode is selected for both main thrusters:

 The indicator for the Bridge Remote Propulsion Control Station in control will
extinguish.
 The thruster “Ready” indicator on the Bridge Remote Control Panels will
extinguish for the thrusters.
 The propulsion control system PLC’s will set thrust commands to all thrusters to
0. Steering will remain at last command ordered.
 The buzzer will sound to alert the operator that a change has occurred.

4.3 (cont.):

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Transfer between local station and bridge station(cont.)

When a thruster is switched from local to remote control:

 The thruster ready indicator on the Bridge Remote Control Panels for the thruster
will illuminate provided all other Thruster “Ready” conditions have been
satisfied.
 If only one thruster was in Local mode, manual control of the thruster will be
given to the Bridge Remote Control station in control. From this position, normal
operation procedures for the thruster will resume.
 If both main thrusters are switched from Local to Remote mode, manual control
will be given to the Forward Bridge Remote Control Station. From this position,
normal operation procedures for the thrusters will resume. The indicator for the
forward bridge remote control station will illuminate steady at all remote control
stations
 The buzzer will sound to alert the operator that a change has occurred.

4.4 Local Mode

Local mode can not be bypassed by any other mode of operation.

Speed – The Local control for each main thruster drive is located in the EOS on the SCR
Drive for the corresponding thruster. There is a switch on each SCR Drive for “Local
Control” and “Remote Control”. This allows the engineer to control the speed of the thruster
locally and then when each drive is on line and operating satisfactorily control can be
individually released to a remote station.

Direction L-Drive – The local control for L-drive is located in the control panel in the
thruster compartment. There is a switch for each L-drive for “Local Control” and “Remote
Control”. This allows the engineer to control the rotation of the L-Drive locally and then
when it is on line and operating satisfactorily control can be individually released to a remote
station.

Each of these “Local/Remote Control” switches can take control without the “In Control”
remote station releasing control.

4.4 (cont.):

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The local/remote control switch is to provide a “Local Control” bit to the propulsion control
system I/O. This bit will set the output from the propulsion control I/O modules to 0 for the
corresponding thruster. The control fault indicator for the corresponding thruster will flash at
all remote control panels indicating that the thruster is in local control mode of operation.

4.5 EOS mode

Local mode can bypass EOS mode every time . EOS mode can bypass control from bridge
every time.

Speed and direction – The EOS control for Port and Stbd azimuth thruster drive is located in
the EOS on the “EOS Thruster Control Panel”, there is a switch on the “EOS Thruster
Control Panel” “EOS Control” and “Remote Control” (Pilothouse). This allows the engineer
to control the speed and direction of the thruster in the EOS and then when each drive is on
line and operating satisfactorily control can be individually released to a remote station.

Each of these “EOS/Remote Control” switches can take control without the “In Control”
remote station releasing control.

The local/remote control switch is to provide an “EOS Control” bit to the propulsion control
system I/O. This bit will set the output from the propulsion control I/O modules to 0 for the
corresponding thruster. The control fault indicator for the corresponding thruster will flash at
all remote control panels indicating that the thruster is in local control mode of operation. If
one azimuth thruster is selected the EOS indicator will flash at the bridge remote control
stations. If both azimuth thrusters are selected, Eos indicator will be steady illuminated at the
bridge remote control stations.

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4.6 Manual mode

Manual Mode is the default mode of operation. All Thrusters will be placed into manual
mode when control is accepted at a remote station.

Any control lever not in the “0 Thrust position” will not be placed in control at the time of
transfer acceptance or Manual Mode selection. Transfer will be granted to the station but
control over any individual thruster will not be achieved until the thrust command lever is set
to the zero thrust position. The SCR ready light of the thruster not at 0 thrust is to flash
alerting the operator that the control lever must be placed in the 0 thrust position to gain
control of that thruster. Once the control lever is placed at 0 thrust and control of the thruster
is acquired, the ready indicator will stop flashing and the mode of operation can be changed.

Control transfer of the main thrusters is not dependent upon steering command direction.
The control levers may point to any steering angle and still allow control transfer provided
the thrust command is at 0 thrust.

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4.7 Manual override

To place a thruster in Manual Override mode of operation, the operator will depress the
manual override mode pushbutton located next to each control lever at the active station. The
manual override pushbutton will flash at all stations. The operator will depress the Manual
Override pushbutton again confirming that manual override mode is desired for that thruster
thereby placing the thruster in manual override mode. The override mode pushbutton will be
steady illuminated at all control stations. If the thruster is not at 0 thrust, he SCR ready light
will flash alerting the operator that the control lever must be placed in the 0 thrust position to
gain control of that thruster. Once the control lever is placed at 0 thrust, the ready indicator
will stop flashing

When a thruster is in Manual Override mode and control transfer takes place, the thruster is
to remain in “Manual Override” mode at all control stations until the operator places the
thruster back into normal operation.

To take a thruster out of manual override mode, the operator depresses the steady illuminated
manual override pushbutton for the thruster. The pushbutton begins flashing at all stations.
The operator depresses the flashing pushbutton again confirming that normal operation of the
thruster is desired and the thruster is taken out of manual override mode and placed into the
current operating mode selected at the active control panel. The Manual Override pushbutton
for the thruster extinguishes at all stations.

4.8 IJS , DP and Autopilot mode

When the IJS or DP mode is selected, the PMS/PCS sends a ‘’DP Ready Request to all
selected propulsion devices including steering control. It then waits on the response signal
‘’DP ready from each of those devices and sends the information to the DP system. For all
information related to the IJS or DP mode, please refer to the DP instruction manual.

DP mode can be selected on both remote control stations. Autopilot mode and IJS mode can
only be selected at the Fwd remote control station. The fwd remote control station must be in
control before autopilot mode and IJS mode may be selected.

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DP mode

Depressing the DP pushbutton on the active Remote Control Station, the operator transfers
the propulsion control system into DP mode.

The operator may come out of DP mode by depressing the Manual, IJS or AP pushbutton on
the fwd bridge control panel or by depressing the Manual pushbutton on the aft bridge
control.

IJS mode

Depressing the IJS pushbutton on the fwd bridge remote propulsion control panel, the
operator transfers the propulsion control system into IJS mode. The Independent Joystick
System transfers directly to Joystick Control Mode. While in Joystick Control Mode it is
impossible to transfer to AP mode using any Softbuttons on the IJS monitor.

The operator may come out of IJ mode by depressing the Manual, DP or AP pushbutton on
the fwd bridge control panel.

Autopilot mode

For Autopilot mode operation, the operator will depress the “AP” pushbutton on the fwd
bridge control panel transferring the Independent Joystick System directly into “Autopilot”
mode of operation. Steering control only will then be transferred to the IJS system. Thrust
control for all thrusters will remain on the manual control levers. IVCS provides two control
functions in AP mode - 1) Manual Heading, using IJS Control Panel knob, L-drive
synchronous turning (the same as Rudder FFU); 2) AutoHeading – automatic holding and
changing of the set Heading. While in AP mode it is impossible to transfer to Joystick
Control mode using any Softbuttons on the monitor.

The operator may come out of autopilot mode by depressing the Manual, DP or IJS
pushbutton on the fwd bridge control panel.

4.9 Indicators’ guide

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Control Fault indicator:

Off:

 Normal operation

Flashing:

 Thruster in Local Mode or EOS Mode

Steady illuminated:

 Lost of control for this thruster

SCR Ready indicator:

Off:

 SCR not ready

Flashing:

 Speed lever of this thruster is not set to “0” or ready signal from Steerprop not
available

Steady illuminated:

 Thruster ready to use

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4.9 (cont.)

SCR Fault indicator:

Off:

 Normal operation

Flashing:

 Thruster in Local Mode or EOS Mode

Steady illuminated:

 SCR is in fault

Manual Override indicator:

Off:

 Not in Manuel Override

Flashing:

 Setting or resetting Manuel Override

Steady illuminated:

 In Manuel Override

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4.9 (cont.)

Power Limit indicator:

Off:

 No Power Limit

Flashing:

 Power reach 110% of the plant’s available power

Steady illuminated:

 N/A

DP indicator:

Off:

 Not in DP Mode
Flashing:

 N/A

Steady illuminated:

 In DP Mode

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4.9 (cont.)

IJ indicator:

Off:

 Not in IJ Mode

Flashing:

 N/A
Steady illuminated:

 In IJ Mode

AP indicator:

Off:

 Not in Autopilot Mode

Flashing:

 N/A
Steady illuminated:

 In Autopilot mode

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4.9 (cont.)

Transfer Fwd indicator:

Off:

 Fwd Remote Control Station not active

Flashing:

 In transfer from Aft to Fwd Remote Control Station

 In Power up Mode

Steady illuminated:

 Fwd Remote Control Station active

Transfer Aft indicator:

Off:

 Aft Remote control Station not active

Flashing:

 In transfer from Fwd to Aft Remote Control Station

 In Power up Mode

Steady illuminated:

 Aft Remote Control Station active

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4.9 (cont.)

Transfer EOS indicator:

Off:

 EOS Control Station not active

Flashing:

 One (1) azimuth thruster is in EOS Mode

Steady illuminated:

 Two (2) azimuth thrusters are in EOS Mode

Buzzer:

Off:

 Normal operation
Intermittent:

 In transfer station or speed lever of this thruster is not set to “0” or in Local or EOS
Mode

Steady sounding:

 N/A

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5.0 TROUBLESHOOTHING:

5.1 HARDWARE TROUBLESHOOTHING:

MAX II'' is a self diagnostic system. Should a failure be detected by the system, it will be
reported inside the alarm page for the operator to take appropriate action. The system is able
to detect failure down to the sensor level. Alarm message to the operator will be detailed to
the drawing page, and wire number where the failure occurred. This powerful feature allows
the troubleshooting of the system by the ship crew without need for specialized personnel
from manufacturing.

NOTE:
DE-ENERGIZE THE PANEL PRIOR TO ANY MODULE OR SENSOR
REPLACEMENT.

All hardware components can be interchanged without any programming involved. PLC
cards and I/O modules do not have any configuration inside the module. In the PLC, the
program is located inside the base of the PLC itself. This allows module exchange without
need for any reprogramming. The I/O units are designed based on the same principle. All
information related to the I/O module model and position, the sensor type and range, and the
unit bus address and configuration is located inside the terminal block under the serial
communication module. In case of I/O module failure, it is easy and quick to interchange the
module. Nevertheless, all I/O modules are mechanically programmed and can only by
inserted at the right position for the specific module type. This greatly increases protection of
the system hardware against error during the troubleshooting process. Normal
troubleshooting procedure will end with the replacement of the defective sensor or module.
For more details regarding a specific piece of equipment, refer to the data sheet section of
this manual.

After repairs, the alarm message will remain on the alarm page until the operator goes to the
''Configuration'' screen to clear the fault. This action will send a clear fault request to the
PLC, and will clear all I/O faults from the table. Should the fault still be present at the time of
this clear fault request, the alarm will come back on the alarm page.

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