POWER GENERATION AND SUPPLY

Dynamic Positioning vessels, compared with conventional merchant vessels, have a much higher
need for power due to all the systems and redundancy required for DP operation.

DIESEL ELECTRIC DP VESSEL

Generic power generation and distribution for a dive support vessel.

In a typical diesel-electric DP vessel, power may be generated as follows:

Six diesel generators, fitted in two separate machinery spaces.
The generators send power to a split HT (high tension) switchboard.
The switchboard busbars are installed in separate spaces, also. And, are connected by
a bus switch.
The bus switch is opened to isolate the two halves of the switchboard so each can
operate independent of the other. When the bus switch is closed, the two halves
connect.
Each busbar provides power to one main propeller, and at least one thruster at the
bow and stern. This provides redundancy should a fault develop in one busbar.
A Diesel Electric DP Vessel has a diesel engine connected to an electrical
alternator/generator.
Alternators/Generators provide power for the diesel electric engine by a bank of diesel
driven alternators also called generators for this purpose. One of the advantages of this
type of operation is the cost saving on fuel. Another advantage is the ability to take
generator on and off line when they are not needed.
Switchboard is an essential part of a diesel electric vessel. The alternators/generators
feeds the switchboard at which time the switchboard distributes the power. The typical
switchboard is 480 volt and split into two sections, the port board and starboard board.
These two side are connected by bus tie breakers. Proper setup of this equipment is

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necessary in order to have a workable DP operation. DP technicians have simplified this

process over the years with computer systems and more modern equipment. Different
types of DP systems have different requirements from the bus-ties. An abnormal power
condition, such as a generator taking on too big of a load and tripping, may cause a
blackout. When this happens the other generators try and assume the remaining load and
one of them may trip causing a blackout. This is why the bus-tie switches are important
and should be monitored. A bus-tie on a DP 2 system can either be open or closed in
order to fix any problems while maintaining position. The main purpose is so a single
fault failure will not cause the vessel to lose DP. A DP 1 type vessel might only have a
280 volt switchboard but will be split like the 480 volt.

In a typical diesel-electric DP vessel, power may be generated:

Six diesel alternators, fitted in two separate machinery spaces.
The alternators send power to a split HT (high tension)switchboard.

The switchboard busbars are installed in separate spaces also. And, are connected by a bus
switch. The bus switch is opened to isolate the two halves of the switchboard so each can operate
independent of the other. When the bus switch is closed, the bus bars connect the two halves.

Each busbar provides power to one main propeller, and at least one thruster at the bow and stem.
This provides redundancy should a fault develop in one busbar.

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POWER REQUIREMENTS

Power is critical for the operation of various subsytems in the DP system.

The power generation system must be capable of rapid increase in production to met high
power demands by the control system, while “scaling “back when power demand is low,
in order to conserve fuel.

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POWER MANAGEMENT SYSTEM

Power Management is the system that efficiently matches the level of power to the
existing conditions and having adequate power for future conditions. Diesel-electric
powered vessels generally have sufficient generators, connected to a switchboard driving
the necessary motors.
In new modern vessels, the power management systems have the ability to start and stop
generators, trip certain systems before others, distribute load sharing through the system.
Power Management is the process of producing enough power to meet the demand of the
DP system, while economizing fuel consumption.
Redundancy level required determines the complexity of the power management system.
In a typical diesel-electric power vessel, enough alternators are connected to the
switchboards to produce the required power. When power demand increases, more
alternators come online. When, power demand decreases, the reverse occurs.
Power Management system is generally designed to prevent large motors from starting
until enough alternators are online to produce the required power.
In order to have redundancy, the power generation system is divided into tow halves. The
tow plants are fitted in separate machinery rooms, Moreover, switchboards are
subdivided to isolate faults or prevent blackout when necessary.

A Power Management system included in the IVCS 2000 provides:

The power monitoring for each of thrusters, CPPs, Shaft Generators, Main Engines.
The actuators’ (thrusters and CPPs) power limiting in order to prevent Shaft
Generator and Main Engine overload.
Reduced power consumption of the CPP and thruster connected to the same Shaft
Generator with the thruster, which is being started, in order to start the thruster motor.

UNINTERRUPTED POWER SUPPLY

The electronic components of the DP system (console, computers, position measuring

equipment, environmental sensors, etc.) need a stable power supply. Excessive power fluctuation
may not only blow some fuses, it can also damage sensitive electronic equipment. Moreover, DP
electronic components must have backup battery power in case the vessel experience a blackout.
These battery backups systems are called Uninterruptible Power Supplies (UPS).

DP class 2 and 3 must have redundant UPS’s and have a minimum duration of 30 minutes of
operation. There are other types of UPS’s on the market and many have longer durations. A
better system would be to setup two systems for redundancy in case of a UPS failure. UPS’s
should be tested on a regular basis as they do not last forever. They come in many different price
ranges from inexpensive to very expensive. The vessel would be bettered served with a reliable
system

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Provisions For Uninterrupted Power Supply:

Case 1 - Various peripheral elements of the DP system are given dedicated individual
UPS. For example, one independent UPS unit for each of the two DGPS receivers in a
DP system.
Case 2 - One large capacity UPS facility to provide power to several components in the
DP system.

SIMPLEX UPS SYSTEM

Two separate supplies Master and Alternative, are taken from individual busbars. These supplies
go into charging rectifiers, which converts the ships a.c. to 120 v. d.c. The d.c. then supplies the
inverters, and backup batteries. When the vessel loses power, the batteries provide power to
essential DP electronic components for about 30 minutes.

NOTE: The batteries do not power the thruster and taut wire winch.

Inverters in the simplex UPS system convert the 120v. dc. into the a.c. voltage and frequency
required by the DP electronic components. Outputs from the Master and Alternative Inverters are
synchronized in phase. The static switch sends the power from Master or Alternative inverter to
the DP electronic components. Although the static switch is dependable, it is not redundant.
Hence, it is a source of single-point failure. Consequently, the simplex UPS system is limited to
use in Equipment Class 1 DP vessels.

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DUPLEX UPS SYSTEM

Each of two independent UPS systems is used to provide power to half of the DP system. Each
UPS has a backup battery for redundancy.

TRIPLEX UPS SYSTEM

A DP Equipment Class 3 vessel will have a third UPS system installed for triple redundancy.

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WINDOWS

POWER LIMITS

In this window, the DPO can set maximum allowed power consumption for actuators (thrusters
and propellers) and maximum allowed power production for Main Engines and generators.
Power limits set in this window are considered by the IVCS 2000 during Thrust Allocation.
When power consumption/production within these limits is not enough for system operation, an
alarm appears.

Using “<” and “>” buttons it is possible to set required limit values for the following actuators:
Bow #F Thruster.
Bow #A Thruster.
Stern #F Thruster.
Stern #A Thruster.
Port Diesel.
Stbd Diesel.
Port Generator.
Stern Generator.
Port Propeller.
Stbd Propeller.

Power limits are set in percents from maximum consumed/produced power.

Set power limits are indicated in the Power Monitoring Window of the IVCS 2000.

GENERATOR LIMITS

In this window an operator can set low and high voltage and frequency limits for generators.
When these limits are overstepped, an alarm appears.

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

Generator limits cannot exceed maximum voltage and frequency values, defined by generators’
specifications.

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SYSTEM DIAGNOSTIC WINDOW

The System Diagnostic Window is

used for:
The IVCS 2000 hardware
monitoring.
Testing of the system
operability.
Determination of the current
system configuration.

The upper part of the System

Diagnostic Window shows system
structure diagram where all system
hardware components are indicated:
I/O boxes connected with
vessel actuators (upper row
of rectangles):
Bow Forward Thruster.
Bow Aft Thruster.
Stern Forward Thruster.
Stern Aft Thruster.
Port propeller.
Starboard Propeller.
Color of the rectangle
indicates state of the
respective I/O box:
Green color – I/O box is
correctly operated.
Red color – I/O box is
failed.
Genus Bases A and B are presented as two horizontal lines located under the I/O boxes.
Color of the line indicates state of the bus:
Green – the bus is correct and in operation. This means that at least one of I/O boxes
is operated through this bus. It is possible that both Genius buses are green.
White – bus is correct and Hot Standby.
Red – bus is failed.
PLCs and Computers A and B states are determined by color of the respective rectangle:
Light Green – PLC/Computer is correct and in operation (Master).
Dark Green – PLC/Computer is correct and Hot Standby.
Red – PLC/Computer is failed.
Port and Stbd Steering Systems states are determined by color of the respective rectangle:

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Green – Correct connection between PLC and Steering Gear.

Red – No connection between PLC and Steering Gear-Rudder control is not
available.
Ethernet connections between PLCs and Computers are presented with color lines,
indicating the state of connection:
Green – connection line is correct.
Red – connection line is failed.
Control panels (MCP A, MCP B, and PCP) are presented as rectangles located in the
lower row of the diagram. Color of the rectangle indicates state of the respective Control
Panel:
Light Green – CP is active. Connection line between CP and Computer is light green.
Dark Green – CP is not active. Connection line between CP and Computer is white.
Red color – CP is failed or no connection with CP. At that connection line between
CP and Computer is red also.
Sensor sets are presented as two black boxes with sensor lists. Color of the sensor name
indicates sensor state:
Green – sensor correctly sends data to the IVCS 2000.
Red – no data from sensor.

The following AC/DC Monitoring color circle indicators are presented in the lower part of the
System Diagnostic Window:
Availability of I/O boxes energizing from 24 VDC A and B Power suppliers:
Green color of indicator – power supply is available.
Red color – no energizing.
Availability of Main Housings A and B energizing from 24 VDC A and B Power
suppliers:
Green color of indicator – power supply is available.
Red color – no energizing.
Availability of Main Housings A and B energizing from internal 24 VDC Power
suppliers:
Green color of indicator – power supply is available.
Red color – no energizing.
UPS A and B failure indicators:
Line Failure (115 AC ship power failure).
Low Battery.
Replace Battery.
Grey color of indicator – no failure signal.
Red color – failure.

NOTE: In the case of Low Battery the Operator Console will be automatically shut down in 30
seconds and the following inscription will be displayed:
System is automatically shut down.
Low battery.

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SYSTEM STRUCTURE DIAGRAM

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POWER MONITORING WINDOW

The Power Monitoring

Window is used for:
Thrusters’ power
consumption,
parameters and
state monitoring.
Engines’ and
generators’ power
producing,
parameters and
state monitoring.
Circuit breakers’
state monitoring.
Thruster Motor
Start Preparing.

The following indicators

are represented for each
thruster, engine,
generator, and CPP
(Power Monitored
Devices):
Power Monitored
Device Image -
Indicates the state of the Power Monitored Device.
Digital Parameters Indicators - The following group of parameters is monitored for all
Power Monitored Devices, except for the Shaft Generators:
Power.
RPM.
Pitch (except engines).
As for the Shaft Generators, their parameters are the following:
Power.
Frequency.
Voltage.
Power Consumption/Generation Graphic Indicator - Shows the consumed/produced
power level.
Circuit Breakers Image - Shows the state of the circuit breaker connecting the Power
Monitored Device to the bus.

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“START” Pushbutton - Is presented only for the thrusters. Enables starting the Thruster
Motor Start Preparation Procedure. Changes to the “Ready to start” state after the
Preparation Procedure has been executed.
Power Monitored Device Status Indicator - The colored circle Indicator; the color is
indicating status:
Grey – not ready (option).
White – device under manual control.
Green – device under automatic control.
Red – device Alarm.
Power Monitored Group Graphic Bar Indicator - Shows the power consumption and
generation for the Power Monitored Device Group.
Red lines on all graphical indicators represent the set power limits.

ALARM MONITOR

The Alarm Monitor contains the list of all alarms and control buttons for Alarm List viewing. It
can be loaded by one of two ways:
Select “Services Æ Alarm Monitor” option on the Main Screen.
Press the “Monitor” Softkey in the Alarm Window of the IVCS2000.

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The Alarm Monitor window is similar to the Alarm Window of the IVCS2000. It contains the
following:
Alarm List, presented as a table, with the following fields in each string:
The symbol, defining message group (Error, Warning, Information).
Field of message acknowledgement.
Date.
Time – start Time of alarm.
End – stop Time of alarm.
Event – text of alarm message.
Control Buttons:
“↑” and “↓” Softkeys – for alarm selection.
“ACK” Softkey – for acknowledging of selected alarm.
“Prev” and “Next” Softkeys – for moving screen pages (up and down).
“Clear” Softkey – for cleaning of alarms storage. Press this button to keep only 3
months history of alarms.
Exit Softkey .

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