Product Description

Kongsberg GreenDPy- SDP

Dynamic Positioning System
Product Description
Kongsberg - SDP
Dynamic Positioning System

160206/D
August 2003
Document History
Revision D of this document describes the SDP system at software release 5.0.

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.

Copyright E 2003
All rights reserved
August 2003

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.

Kongsberg Maritime AS Telephone: (47) 32 28 50 00

P.O. Box 483 http://www.kongsberg.com
N-3601 Kongsberg
Norway
 Abbreviations

ARPA Automatic Radar Plotting Aid

BIST Built-In System Test
BITE Built-In Test Equipment
BOP Blow Out Preventer
DARPS Differential Absolute and Relative Positioning Sensor
DGPS Differential GPS
DP Dynamic Positioning
DPC Dynamic Positioning Controller
DNV Det Norske Veritas
EBL Electronic Bearing Line
ECDIS Electronic Chart Display and Information System
ERA Electric Riser Angle
FLP Floating Loading Platform
FLT Floating Loading Tower
FPSO Floating Production, Storage and Offloading
FSU Floating Storage Unit
GPS Global Positioning System
HFA Hold Flexjoint Angle
HiPAP High Precision Acoustic Positioning
HMI Human-Machine Interface
HPR Hydroacoustic Position Reference
IAS Integrated Automation System
IHO International Hydrographic Organization
IMO International Maritime Organization
I/O Input/Output
LAN Local Area Network
MPC Model Predictive Control
MRU Motion Reference Unit
MSC Maritime Safety Committee
NDU Network Distribution Unit
OLS Offshore Loading System

160206/D 3
OS Operator Station
OT Operator Terminal
PMS Power Management System
RAM Riser Angle Monitoring
RMS Riser Management System
ROT Rate Of Turn
ROV Remotely Operated Vehicle
RPM Revolutions Per Minute
SAL Single Anchor Loading
SIFT Software Implemented Fault Tolerance
STL Submerged Turret Loading
TMR Triple Modular Redundancy
UPS Uninterruptible Power Supply
UTM Universal Transverse Mercator
VWC Variable Watch Circle

4 160206/D
 Table of contents

SECTION 1, BASIC PRINCIPLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Basic Forces and Motions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
SDP Control Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
The Extended Kalman Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
The Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
High Precision and Relaxed Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Green Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Thruster Allocation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Blackout Prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Position-Reference System and Sensor Data Processing . . . . . . . . . . . . . . . . . . 18
Operational Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
SECTION 2, SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
The Kongsberg Family of DP Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Integrated Automation System (IAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
SVC - Kongsberg Vessel Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
STC - Kongsberg Thruster Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
KonMap Operational Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
SDP Hardware Modules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
The SDP-OS (Operator Station) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
The SDP-OT (Operator Terminal) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
The DPC (DP Controller) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Network . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
SDP-10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
SDP-11 and SDP-12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
SDP-11 Standard System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
SDP-12 Standard System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
SDP-21 and SDP-22 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Dual Redundancy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
SDP-21 Standard System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
SDP-22 Standard System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
SDP-31 and SDP-32 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Triple Redundancy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
SDP-31 Standard System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
SDP-32 Standard System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

160206/D 5
 SDP in IAS Context . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
IMO Equipment Class 3 Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
SDP-21/31 and SDP-11 Standard Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . 40
SDP-22/32 and SDP-12 Standard Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . 41
SDP Extensions and Upgrades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Operator Terminals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Operator Stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Screen Capture Printer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
KonMap Operational Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Data Logging System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
IMO Equipment Class 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
IMO Equipment Class 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
SECTION 3, OPERATIONAL MODES . . . . . . . . . . . . . . . . . . . . . . . . . 45
Joystick Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Joystick High-Speed Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Auto Heading Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Auto Position Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Mixed Joystick/Auto Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Follow Target Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Multi Targeting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Anchor Assist Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Autopilot Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
ROT Pilot Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Auto Track Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Waypoint Table Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Auto Track (low-speed) Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
Auto Track (move-up) Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Auto Track (high-speed) Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
SECTION 4, SYSTEM FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
Sensor System Data Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
Sensor Redundancy in Triple Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
Sensor Redundancy in Dual Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
Sensor Redundancy in Single Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Position-Reference System Data Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Freeze Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
Variance, Weight and the Variance Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
Prediction Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
Slow Drift Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Position-Reference System Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76

6 160206/D
 Thruster Allocation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Low-Speed and Station-Keeping Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Thruster Allocation for High-Speed Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Power Load Monitoring and Blackout Prevention . . . . . . . . . . . . . . . . . . . . . . . 86
Human-Machine Interface (HMI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Change Heading Dialog . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Change Position Dialog . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
Position Plot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
Reference Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
DP Conning View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Thrusters and Propellers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
Power Generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
Trend Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Joystick . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
Display Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Alarm System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
System Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
Operational Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
Audible and Visual Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Three Categories of Messages (Priority) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Alarm Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Alarm Advisory Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
Message Printout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
Status Page Printout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
Built-in Trainer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
DP Online Consequence Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
DP Capability Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
Motion Prediction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
Chart Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Data Logging System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
SDP Recorder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
History Reviewer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
Remote Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Miscellaneous Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
SECTION 5, INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
Position-Reference System Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120

160206/D 7
 Sensor Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
Thruster/Propeller Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
Power Plant Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Other Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
SECTION 6, SPECIAL APPLICATIONS . . . . . . . . . . . . . . . . . . . . . . . 125
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
Offshore Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
Single-Point Mooring (SPM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
Loading Buoy without Mooring (OLS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
Single Anchor Loading (SAL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
Floating Loading Tower/Platform . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
Tandem Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
Submerged Turret Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
Cable Laying . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
Pipe Laying . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
Trenching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
Dredging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138
Drilling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
Riser Management System (RMS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
RMS Information on SDP-OS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146

8 160206/D
 SECTION 1
BASIC PRINCIPLES

160206/D 9
Kongsberg GreenDP® - SDP

Introduction
The Kongsberg GreenDP® (SDP) systems are computerised
systems enabling automatic position and heading control of a
vessel.
Setpoints for heading and position are specified by the operator
and are then processed by the DP control system to provide control
signals to the vessel’s thruster and main propeller systems. The DP
system always allocates optimum thrust to whichever propulsion
units are in use.
To control the vessel’s heading, the DP control system uses data
from one or more gyrocompasses, while at least one
position-reference system (for example, DGPS or hydroacoustics)
enables the DP control system to position the vessel.
Deviations from the desired heading or position are automatically
detected and appropriate adjustments are made by the system.
The DP control system includes control strategies that will reduce
fuel consumption and greenhouse gases.

Basic Forces and Motions

A seagoing vessel is subjected to forces from wind, waves and
current as well as from forces generated by the propulsion system.
The vessel’s response to these forces, i.e. its changes in position,
heading and speed, is measured by the position-reference systems,
the gyrocompass and the vertical reference sensors. Reference
systems readings are corrected for roll and pitch using readings
from the vertical reference sensors. Wind speed and direction are
measured by the wind sensors. The system calculates the forces
that the thrusters must produce in order to control the vessel’s
motion in three horizontal degrees of freedom - surge, sway and
yaw.

10 160206/D
 Basic Principles

SDP Control Principles

The SDP system is designed to keep the vessel within specified
position and heading limits, and to minimise fuel consumption and
wear and tear on the propulsion equipment. In addition, the SDP
system tolerates transient errors in the measurement systems and
acts appropriately if a fault occurs in the thruster units.
The block diagram of the SDP system is shown in the following
figure.

160206/D 11
Kongsberg GreenDP® - SDP

The different parts of the DP control system are described in the

following sections.

The Extended Kalman Filter

The Extended 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.

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 Basic Principles

The Extended Kalman Filter uses a mathematical model of the

vessel. The mathematical model itself is never a 100% accurate
representation of the real vessel. However, by using the Extended
Kalman filtering technique, the model can be continuously
corrected. The vessel’s heading and position are measured using
the gyrocompasses and position-reference systems, and are used
as input data to the SDP system. These measurements are
compared with the predicted or estimated data produced by the
mathematical model, and the differences are then used to update
the mathematical model to the actual situation.

The Extended Kalman Filter provides the following advantages:

· Optimum self-adaptive noise filtering of heading and
position measurements according to noise level and
measurement- update rate.
· Optimum combination of data from the different
position-reference systems. The system calculates a
variance for each position-reference system in use, and
places different weighting on their measurements according
to each system’s individual quality.

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· 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 any position-reference systems.
In the Extended Kalman Filter, the Mathematical Vessel Model’s
own uncertainty and the noise level of the position measurement
are the basis for deciding how much to trust each measurement. As
time elapses the model uncertainty will decrease by learning from
measured vessel response.
The process is adaptive. If, for example, only one
position-reference system is active and it has a low update rate, the
model uncertainty will increase in the periods between
measurements, and the vessel model will therefore be heavily
updated with each measurement.
Offshore trials have verified that this estimator gives:
· Improved suppression of noise in position measurement
with a better station-keeping performance.
· Reduced power consumption and wear and tear on the
thrusters because of the better noise suppression.
· A more robust implementation in the case of a combination
of high and low update rate position sensors, such as DGPS
and traditional Long Base-Line hydro-acoustic positioning.
An Extended Kalman Filter is also used for the heading
information based on measurement from the actual gyrocompass
in use.
Additional advantages can be obtained by use of:
· Speed measurements
Speed measurements 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
drop out of position measurements during sailing.
The speed measurement interface can be DGPS or Doppler
Log.
· ROT measurements
ROT (Rate of Turn) measurements from ROT sensor can be
used to improve the heading control of the vessel. This is
useful when a very accurate heading control is required
during high-speed sailing, or when the vessel has a hull
shape that makes it difficult to control the heading.

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 Basic Principles

The Controller
The controller calculates the resulting force to be exerted by the
thrusters/propellers in order to keep the vessel on position and
heading (surge, sway and yaw).
In station-keeping operations, the SDP Controller can be working
in several of the following modes, all with special characteristics:
· High Precision control
· Relaxed control
· Green control.
The High Precision control provides high accuracy
station-keeping in any weather condition at the expense of power
consumption and exposure to wear and tear of machinery and
thrusters.
The Relaxed control uses the thrusters more smoothly, at the
expense of station-keeping accuracy. However, this type of control
cannot guarantee that the vessel will stay within its operational
area, and is only applicable for calm weather conditions.
The Green control uses very different control technology, called
non-linear Model Predictive Control, optimised for precise area
keeping with minimum power consumption. The Green control is
applicable in all weather conditions.
The transition between SDP controller modes is bumpless.

High Precision and Relaxed Control

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
differences are multiplied by gain factors giving a force
demand (restoring demand and damping demand) required
to bring the vessel back to its setpoint values while also
slowing down its movements.
The main difference between High Precision and Relaxed
control is the restoring characteristics of the two controller
types as indicated in the following figure.

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· Wind Feed-Forward
In order to counteract the wind forces as quickly as possible,
the feed-forward concept is used. This means that the SDP
system will not allow the vessel to drift away from the
required position, but counteracts the wind-induced forces
as soon as they are detected.
· 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 evaluates these forces over time, and calculates
the force demand required to counteract them.

Green Control
The controller design consists of two main parts, each giving its
contribution to the control.
· Environment Compensator
The Environment Compensator is designed to compensate
for the averaged environmental forces. This demand will
maintain the required position under averaged conditions.
· Model Predictive Controller
The Model Predictive Controller uses a prediction (Position
Predictor) of the vessel movement as input for the control.
The demand occurs during more drastic changes in the
external forces. When the operational boundaries are
predicted to be exceeded, the controller reacts to ensure that
the vessel stays within the operational area.

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 Basic Principles

The very smooth control actions reduce wear and tear on

mechanical parts of the power and thruster system and reduce fuel
consumption and greenhouse gases.
The overall structure of the MPC Green control is shown in the
following figure.

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Due to its nature, this controller will not instantaneously react to

sudden changes in external forces, such as a wind gust, unless the
Position Predictor detects that actions must be taken immediately.
Unnecessary sudden use of thrust is therefore avoided.
The Position Prediction is made using the mathematical model of
the vessel used in the Extended Kalman Filter of the DP. The
predicted position and heading are found step-by-step for the
whole prediction horizon (1 to 2 minutes).
The non-linear Model Predictive Controller is an online
optimisation function, finding the best compromise between using
thrust and predicted overstepping of operational boundaries.

Thruster Allocation
The force demand in the surge and sway directions and turning
moment calculated by the controller, is distributed to the various
thrusters and propellers by the Thruster Allocation function which
is described in more detail in Section 4, System Functions.

Blackout Prevention
The loads on the main bus or isolated bus sections are monitored,
and if the estimated load exceeds the nominal limits, power is
reduced on the connected thrusters. These reductions are managed
so that the effect on the position and heading control is minimised.
This function acts as a supplement to the vessel’s own Power
Management System.
Blackout Prevention is performed by the Power Load Monitoring
and Blackout Prevention function, which is described in more
detail in Section 4, System Functions.

Position-Reference System and Sensor Data

Processing
Measurements of a vessel’s position and heading at any point in
time are essential for dynamic positioning.
As several different position-reference systems may be used, the
SDP system performs a series of tests on each of these systems to
check whether their position measurements are accurate enough
for use. For details, see Position-Reference System Data
Processing and Sensor System Data Processing in Section 4,
System Functions.

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 Basic Principles

Operational Modes
The vessel can be controlled in several different modes.
· The Joystick mode allows the operator to control the vessel
manually using a joystick for position and heading control.
· The Joystick High-Speed mode allows the operator to
manoeuvre the vessel manually at normal
cruising/manoeuvring speeds.
· The Auto Heading mode automatically maintains the
required heading.
· The Auto Position mode automatically maintains the
required position and heading.
· The Follow Target mode enables the vessel to automatically
follow a moving target.
· The Anchor Assist mode provides thruster assistance when
operating within a mooring pattern.
· The Autopilot mode enables the vessel to steer automatically
on a predefined course.
· The ROT Pilot mode allows the operator to manoeuvre the
vessel using Rate Of Turn control.
· The Auto Track modes (low-speed, move-up and high-speed)
make the vessel follow a specified track described by a set
of waypoints. All Auto Track modes are for marine
operations only and are not to be used for navigation
purposes.
These modes are described in more detail in Section 3, Operational
Modes. In addition to these modes, various tailored modes have
been developed to optimise vessel operation for a wide range of
applications and types of vessels.
The standard SDP system is equipped with a Built-in Trainer
function which provides simple simulations for operator training
purposes and for analysing the vessel behaviour during changes in
operational conditions. The Built-in Trainer is described in
Section 4, System Functions.

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SYSTEMS

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Introduction
The range of SDP systems provides functions which fulfil the
requirement for International Maritime Organisation (IMO) and
all major classification societies. The SDP system is
type-approved by Det Norske Veritas (DNV) and American
Bureau of Shipping (ABS).
The Heading control system (HCS) (Autopilot) has a mark of
conformity (wheelmark) in accordance with the Marine
Equipment Directive (MED) (EU Council Directive 96/98/EC on
marine equipment) of the European Union.

The Kongsberg Family of DP Systems

The SDP concept consists of a number of different types of DP
control systems designed for various applications and types of
vessels. All the systems are based on the same hardware and
software platform.
· The stand-alone systems interface with other systems, such
as power plant and thrusters, via conventional signal cables
and serial lines.
· The integrated systems communicate with other Kongsberg
Maritime systems such as SVC (Kongsberg Vessel Control)
and STC (Kongsberg Thruster Control) via a dual ethernet
LAN.
The design principles give the SDP concept a high degree of
flexibility and extensive possibilities for upgrading. In addition,
the SDP concept has a number of options in order to adapt to
various demands and safety requirements.
The SDP systems are based on a small number of flexible hardware
units which form the building modules of the different system
types. The same modules are also used as the building blocks for
integrated systems incorporating SVC or STC.

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The following table shows the basic systems within the SDP concept.

System

SDP-10 Stand-alone single DP control system

SDP-11 Stand-alone single DP control system

SDP-12 Integrated single DP control system

SDP-21 Stand-alone dual-redundant DP control system

SDP-22 Integrated dual-redundant DP control system

SDP-31 Stand-alone triple-redundant DP control system

SDP-32 Integrated triple-redundant DP control system

All the basic SDP systems are designed to meet the IMO
MSC/Circ.645 Guidelines For Vessels With Dynamic Positioning
Systems and relevant classification notations.
The flexibility of the SDP concept means that systems designed for
a particular class notation can be easily upgraded to fulfil the
requirements of a higher class, as shown in the table below. The
table shows the basic system types and the corresponding IMO
Equipment Class. The remarks indicate the first stage of the
upgrading possibilities. The flexibility within the SDP concept
allows a simple upgrade path from a single Operator Station to a
fully-redundant DP control system.

System IMO Equipment Remarks

Class
SDP-10 Class 1
SDP-11/12 Class 1 Can be upgraded to Equipment Class 2
SDP-21/22 Class 2 Can be upgraded to Equipment Class 3
SDP-31/32 Class 2 Can be upgraded to Equipment Class 3
SDP-21/22 with Class 3 SDP-11/12 as backup
SDP-11/12
SDP-31/32 with Class 3 SDP-11/12 as backup
SDP-11/12

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Integrated Automation System (IAS)

Integrating all the functions for monitoring and control of a vessel
provides a real benefit both technically and economically.
Functions can be integrated in order to reduce the overall need for
hardware and software functions and to reduce interfacing
requirements. This in turn leads to less demand for special
software, cabling and testing. Furthermore, integrated systems
offer a far greater degree of redundancy, and therefore increased
system availability and operational performance.

SVC - Kongsberg Vessel Control

SVC is a distributed vessel automation and control system
covering functions such as:
· Power management
· Machinery monitoring and alarm system
· Auxiliary monitoring and control
· Ballast monitoring and control
· Cargo monitoring and control
· Vessel-wide mode control.

STC - Kongsberg Thruster Control

The Kongsberg Thruster Control system monitors and controls the
vessel’s propulsion system. The system includes the following
functions:
· Individual control of propulsion/thruster units
· Joystick control
· Station-keeping
· Monitoring and control of propulsion/thruster prime power
units
· Monitoring and control of propulsion/thruster auxiliary
units
· Hardwired emergency stop of propulsion/thruster units
· Interface to the power management system.
In addition to these main functions, in an integrated system the
STC operator station also acts as a backup for any of the SDP
operator stations, thereby increasing the system availability.
Further information about the STC and SVC systems can be
found in the relevant Product Descriptions.

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KonMap Operational Control System

Kongsberg KonMap is an operational control tool for a wide range
of marine operations:
· operations planning including the definition of survey
lines and checkpoints, customer-specified geodesy and site
specific charts
· realtime operation control including the monitoring of all
vessels involved in the operation, comparison of actual
progress against planned, verification of accuracy of
navigation, exchange of realtime data with other systems
and transfer of track line information to the DP system
· documentation of vessel movements during operations by
logging data to paper, other associated systems or disk
files for subsequent processing or replay.
KonMap can be delivered as an integrated unit in an SDP system,
allowing shared use of position-reference systems and data from
other sensors that are interfaced to the SDP system.
Navigation information can be displayed on electronic charts
using commercially available or customer-supplied chart data.
Further information about the KonMap system can be found in
the KonMap Product Description.

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SDP Hardware Modules

The SDP-OS (Operator Station)

The SDP-OS (Operator Station) is available in single, dual or triple
configurations.
Each operator station contains a high-performance computer
running Windows XPt.
A high-resolution colour flat-screen, approved for maritime
operations, provides the main graphic display for presentation of
data.

SDP-OS (single)

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SDP-OS (dual)

SDP-OS (triple)

The SDP-OT (Operator Terminal)

The SDP-OT (Operator Terminal) provides a remote joystick with
automatic heading and position capability.

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The DPC (DP Controller)

The DPC (DP Controller) is available in various models providing
different degrees of redundancy and for use in stand-alone or
integrated systems.

DPC-11/12

DPC-21/22

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DPC-31/32
All the DPCs are based on one or more control computer modules
that also contain the necessary I/O units. This modular design
provides a simple upgrade path from single to dual and triple
configurations.

Network
The network used is an industrial Local Area Network (LAN)
compatible with the Ethernet IEEE 802.3 standard.
The network is organised as a star-shaped structure with a Hub or
Switch at its centre. Several clusters of nodes can be linked to each
other via Hubs. A Hub is a multiport network transceiver
(transmit-receive unit) which is transparent to all data packets
transmitted from any node (operator station, controller computer
or other network equipment). Designing networks with Switches
gives the opportunity to segment the network traffic in integrated
systems.
Dual- and triple-redundant stand-alone SDP systems, and all
integrated SDP systems, use a dual-redundant network comprising
two separate but identical networks (A and B).
In integrated SDP systems, Hubs and Switches are installed in
wall-mounted cabinets known as Network Distribution Units
(NDU). Several interconnected NDUs may be used, depending on
the scope of the system.

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SDP-10
The SDP-10 is a single DP control system comprising a DP
controller unit (DPC-11) and an operator station kit for mounting
into a console. The kit consists of a display, a button panel and a
computer. Its flexible nature allows it to be fitted into existing
consoles or mounted in areas where space is limited. The controller
unit and the operator station communicate via a single network.
The system is designed for IMO Equipment Class 1.
The SDP-10 system, using the DPC-11 controller, provides a direct
interface to the thrusters and includes the necessary interfaces to
power plant, position-reference systems and sensors.

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SDP-11 and SDP-12

The SDP-11 and SDP-12 are single DP control systems
comprising a DP controller unit (DPC-11 or DPC-12) and a
dedicated operator station (SDP-OS). The controller unit and the
operator station communicate via a dual high-speed data network
for SDP-12 and single network for SDP-11. Both systems satisfy
IMO Equipment Class 1 and equivalent class notations.
The SDP-11 system, using the DPC-11 controller, provides a direct
interface to the thrusters and includes the necessary interfaces to
power plant, position-reference systems and sensors.
The SDP-12 system, using the DPC-12 controller, is designed for
integration with the Kongsberg Thruster Control (STC) and
Kongsberg Vessel Control (SVC) systems. In this configuration,
the interface to the propulsion system is via a dual data network to
dedicated distributed thruster control stations.

SDP-11 example

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SDP-11 Standard System

The SDP-11 is a single stand-alone DP control system.
Connections to the position-reference systems, sensors, thrusters
and power plant are made via conventional signal cables and serial
lines.

The controller unit and the operator station communicate via a

single network. The Hub is located inside the operator station
console.

SDP-12 Standard System

See SDP in IAS Context on page 39.

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SDP-21 and SDP-22

The SDP-21 and SDP-22 are dual-redundant DP control systems
comprising a redundant DP controller unit (DPC-21 or DPC-22)
and two identical operator stations (SDP-OS). Redundancy is also
built into the interface units and the configuration of sensors and
position-reference systems. The controller unit and the operator
stations communicate via a dual high-speed data network. Both
systems satisfy the requirements of IMO Equipment Class 2 and
equivalent class notations.
The SDP-21 system, using the DPC-21 controller, provides a
direct interface to the thrusters and includes the necessary
interfaces to power plant, position-reference systems and sensors.
The SDP-22 system using the DPC-22 controller, is designed for
integration with the Kongsberg Thruster Control (STC) and
Kongsberg Vessel Control (SVC) systems. In this configuration,
the interface to the propulsion and power systems is via a dual data
network to the SVC/STC system.

Dual Redundancy
The most common redundancy concept for dynamic positioning
systems is the use of redundant sensors (two or more) and a dual
computer system. The dual system, often referred to as “online”
and ”hot standby”, significantly increases the total availability and
reliability of a system compared to a single system. The following
list specifies the main advantages of redundancy:
· No single-point failure
The system is designed to avoid total system failure if single
failure occurs.
· Failure detection
The working part of the system will detect a failure, allowing
corrective actions to be taken.
· Fault isolation
If one system component fails, the other components will not
be affected.
· Switchover to hot standby
If the online computer in a dual-redundant system fails, a
successful switchover to the hot-standby computer takes
place automatically.
The system provides redundancy in accordance with Class 2
requirements. The two controller computers are separate and
operate independently of each other. The operator may choose
which computer is to be online, while the other computer acts as
the hot standby.

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The two computers operate in parallel, each receiving the same

input from the operator, sensors, reference systems and thrusters,
and each performing the same calculations. However, only the
online computer can control the propulsion system. A switchover
is activated either automatically, if a failure is detected in the online
computer, or manually by the operator. Automatic switching is
allowed only once. The operator must explicitly enable any further
automatic switching.
Continuous comparison tests are performed to check that the two
computers read the same input from sensors, reference systems,
and the thruster system, as well as from the operator (via the
operator stations). If a difference in the input data occurs, warnings
or alarms are reported from each computer. In the event of a
deviation between the two computers, the operator can explicitly
update the offline computer with data from the online computer.
Both control computers are continuously checked for both
hardware and software failures. If a failure is detected, a warning
or alarm is given.

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SDP-21 Standard System

The SDP-21 is a stand-alone dual-redundant DP control system.
Connections to the position-reference systems, sensors, thrusters
and power plant are made via conventional signal cables and serial
lines.
The controller unit and the operator stations communicate via a
dual high-speed data network. The two Hubs are located inside the
operator station consoles.

SDP-22 Standard System

See SDP in IAS Context on page 39.

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SDP-31 and SDP-32

The SDP-31 and SDP-32 are triple-redundant DP control systems
comprising three identical operator stations and three DP control
computers. The controller unit and the operator stations
communicate via a dual high-speed data network. Both systems
satisfy the requirements of IMO Equipment Class 2 and equivalent
class notations.
The SDP-31 system provides a conventional interface to the
vessel’s propulsion system, while the SDP-32 system is designed
for integration with the Kongsberg Thruster Control (STC) and
Kongsberg Vessel Control (SVC) systems.

Triple Redundancy
Redundancy increases the availability and reliability of the SDP
system and ensures that positioning can still be performed should
a single fault occur in either the SDP system or the connected
sensors and position-reference systems. Triple redundancy
significantly increases the total availability of a system compared
to a single or a dual system.
The triple redundancy incorporated in the SDP-31/32 systems not
only detects an error and isolates the faulty data or component, but
also disregards the faulty data in the DP calculations. This means
that the operator is not forced to determine which data or
component is correct.
The three DP control computers within the SDP-31/32 perform the
same positioning tasks. Each individual computer uses the same
data from each of the sensors and position-reference systems to
calculate the command signals to the thrusters/propellers.
The concept of majority voting is used to detect and isolate faults
in the sensors and in the SDP system itself. Once the voting has
taken place, the failed (incorrect) computer will, if possible,
correct itself automatically, based on the values of the other
computers. If the failed computer cannot correct itself, the operator
is informed and the faulty computer should be replaced. The two
other computers continue working and perform dual-redundancy
procedures in the same way as a dual system. The system will
automatically reconfigure itself to a triple-redundant system as
soon as the failed computer becomes functional.
All three controller computers perform voting, but only one of the
controller computers (the “master” computer) communicates with
the operator stations and outputs serial-line information. The
operator can explicitly select the computer that is to be the master.

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The following list specifies the main advantages of triple

redundancy:
· Two-level voting of all vital input signals
The voting is performed between synchronised computers
to:
- Detect local interface errors in each controller
(first-level voting).
- Detect sensor errors such as compass drift and sensor
breakdown (second-level voting).
- Ensure that all three computers use the same data as a
basis for calculation of command signals.
· Software Implemented Fault Tolerance (SIFT)
The Triple Modular Redundancy (TMR) concept detects an
error in the processing elements and corrects the error by
employing voting algorithms and circuits. The system
represents a Software Implemented Fault Tolerance (SIFT)
concept.
· Voting on command (output) signals
- SDP-31: The thruster commands from the three
control computers are compared in a separate HW
Voter and the median command is selected to be the
final output.
- SDP-32: The voting of the thruster commands is
performed in the thruster control/process station.
· No single-point failure
The system is designed to avoid total system failure if single
failure occurs.
· Failure detection
The working part of the system will detect a failure, allowing
corrective action to be taken.
· Fault isolation
If one system component fails, the other components will not
be affected.
· No standby unit, all computers are “hot”
If one DP control computer fails in a triple-redundancy
system, the two other computers continue working and
perform dual-redundancy procedures in the same way as a
dual system. Should a second computer failure take place,
there is an automatic switchover to the remaining computer.
· Hot repair
The systems are designed for long, continuous operation. It
is therefore possible to repair a faulty computer while the
other computers continue the operation.

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SDP-31 Standard System

The SDP-31 is a triple-redundant DP control system. Connections
to the position-reference systems, sensors, thrusters and power
plant are made via conventional signal cables and serial lines.
The controller unit and the operator stations communicate via a
dual high-speed data network. The two Hubs are located inside the
operator station consoles.

SDP-32 Standard System

See SDP in IAS Context on page 39.

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 Systems

SDP in IAS Context

The SDP-12, SDP-22 and SDP-32 systems are designed for
integration with other Kongsberg Maritime systems in order to
form a unified, Integrated Automation System. The system design
and the use of common modules allow integrated systems to be
tailor-made for a wide range of vessel types. The following
example shows an SDP-22 system.

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IMO Equipment Class 3 Systems

The SDP systems offer a wide range of solutions for vessels that
must comply with the IMO Equipment Class 3 regulations. In
order to comply with the Equipment Class 3 requirements, a DP
control system with redundancy and a single DP control system
must be installed separated by an A60 class division. Three sets of
sensors and reference systems must be installed. One set of sensors
and one reference system must be connected to the single DP
control system (usually referred to as the “Fire Backup”).

SDP-21/31 and SDP-11 Standard

Configuration
In the following Equipment Class 3 configuration, the main DP
control system could be either an SDP-21 dual-redundant
stand-alone DP system (as illustrated), or an SDP-31
triple-redundant system. The main system has at least two sets of
position-reference systems and sensors, and two uninterruptible
power supply systems.
The backup is provided by an SDP-11, stand-alone DP control
system, equipped with its own position-reference system, sensors
and uninterruptible power supply. The sensors and
position-reference system of the backup is also connected to the
main DP. The backup system is separated from the main DP control
system by an A60 class division.
In this application, the SDP-11 uses a dual high-speed data
network. The two Hubs are located inside the operator station
consoles, one on each side of the fire wall.
A manual switchover control is located at the backup system. An
additional manual change-over switch may be located at the main
system.

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SDP-22/32 and SDP-12 Standard

Configuration
In the following Class 3 configuration of an integrated system, the
main DP control system could be either an SDP-22 dual-redundant
system (as illustrated), or an SDP-32 triple-redundant system. The
main system has at least two sets of position-reference systems and
sensors, and two uninterruptible power supply systems.

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The backup is provided by an SDP-12 single DP control system,

equipped with its own position-reference system, sensors and
uninterruptible power supply. The sensors and position-reference
system of the backup are also connected to the main DP. The
backup system is separated from the main DP control system by an
A60 class division. A manual switch-over control is located at the
backup system. An additional change-over switch may be located
at the main system.

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SDP Extensions and Upgrades

Operator Terminals
Up to three remote operator terminals (SDP-OT) can be connected
directly to the DP controller unit. Each remote terminal operates
independently of the main operator station and can act as a backup
station for DP operations.

Operator Stations
One or more additional DP operator stations can be connected to
the data network. Each operator station operates independently.
Command of the vessel can easily be transferred between the
operator stations.

Screen Capture Printer

A screen capture printer can be connected to the data network. This
gives the operator the possibility to print the current display
picture. Note that this is not the alarm/event printer connected to
the DP controller.

KonMap Operational Control System

A Kongsberg KonMap system can be connected to the network,
allowing shared use of position-reference systems and data from
other sensors that are interfaced to the SDP system. This results in
fewer sensors, less cabling, and easier installation and
maintenance.

Data Logging System

Extensive data logging functions are available for the SDP systems
as a separate History Station with recording and reviewing
facilities. The Data Logging System is described in Section 4,
System Functions.

IMO Equipment Class 2

The SDP-11 and SDP-12 systems can be upgraded to IMO
Equipment Class 2 (redundant system) by adding a second
operator station, an additional DP controller computer and the
necessary additional power supplies, reference systems, sensors
and interfaces.

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IMO Equipment Class 3

The SDP-21/22 and SDP-31/32 systems can be upgraded to the
requirements of IMO Equipment Class 3 by installing an
SDP-11/12 system in a separate compartment and connecting it to
the data network as a backup system.
At least one of each sensor type and one position-reference system
must be connected to the backup system.

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 SECTION 3
OPERATIONAL MODES

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The SDP system can be used in one or more of the following

modes:
· Joystick mode
· Joystick High-Speed mode
· Auto Heading mode
· Auto Position mode
· Mixed Joystick / Auto mode
· Follow Target mode
· Anchor Assist mode
· Autopilot mode
· ROT Pilot mode
· Auto Track (low-speed) mode
· Auto Track (move-up) mode
· Auto Track (high-speed) mode
Each of the modes is described in more detail in the following
sections.
In addition to these modes, various tailored modes have also been
developed to optimise vessel operation for a wide range of
applications and types of vessels.

Joystick Mode
In the Joystick mode, the operator controls the positioning of the
vessel using the three-axis joystick (integrated joystick and rotate
controller). The joystick commands the vessel to move in the
alongships and athwartships directions (along the surge and sway
axes), while the rotating the joystick commands the vessel to rotate
(around the yaw axis).
The following functions are available in the Joystick mode:
· Joystick Thrust Selection
- Reduced: the maximum force is a specified
preconfigured percentage of the achievable force from
all thrusters.
- Full: increases the vessel’s response to the movement
of the joystick compared to the Reduced selection. The
maximum force available from all the thrusters can be
used.
· Joystick Precision Selection
- General: linear relation between movement of the
joystick and force exerted by the thrusters.

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 Operational Modes

- High-Speed: non-linear relation between movement

of the joystick and force exerted by the thrusters. The
precision is best at the upper end of the thrust scale.
- Low-Speed: non-linear relation between movement of
the joystick and force exerted by the thrusters. The
precision is best at the lower end of the thrust scale.
· Environmental Force Compensation
Joystick control can also be combined with environmental
compensation in each of the three axes (surge, sway, yaw).
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. If
position-reference system measurements are available, the
system also performs automatic compensation for the
calculated sea current and wave forces acting on the vessel.
· Avoid Current Update
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”). This
calculation normally increases the system performance
when entering automatic control.
However, there can be situations where the calculated
“current” is no longer valid for the new operational
condition. A typical example would be when entering
automatic control after a period using thrusters to hold the
vessel against a quay.
The Avoid Current Update function gives the operator the
possibility to set the “current” to zero in any axis that is not
under automatic control.
· Rotation Point for Joystick Manoeuvring
An alternative rotation point may be selected in order to
rotate the vessel around either the bow or the stern when
using the joystick rotate control.
The Joystick mode can be combined with the Auto Heading mode.

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Joystick High-Speed Mode

The Joystick High-Speed mode is used for joystick manoeuvring
at vessel speeds above 3 – 4 knots:
· Alongships movement of the joystick controls the vessel
speed.
· Rotating the joystick gives sideways force at the stern.
· Sideways movement of the joystick gives sideways force at
the bow.
The Joystick High-Speed mode can be combined with the Auto
Heading mode:
· The operator can select automatic heading control whilst in
Joystick High-Speed mode. This allows the vessel to steer
along a selected course by accurately and automatically
controlling the vessel’s heading.
· The vessel’s alongships speed is controlled by the joystick.
· Automatic-heading control requires an active gyrocompass.
· Automatic-heading control will use the bow thrusters if they
are enabled. How much the bow thrusters are used depends
on the vessel speed.
The following functions are available in the Joystick High-Speed
mode: (For details see also Joystick mode.)
· Joystick Thrust Selection
- Reduced
- Full
· Joystick Precision Selection
- General
- High-Speed
- Low-Speed
· Rudder/Azimuth Limit
Allows the operator to set limiting angles for the
rudders/azimuth thrusters within which they are allowed to
operate. Separate limits may be set for automatic and manual
control.
The rotation point for joystick manoeuvring is computed
automatically (the vessel’s natural pivoting point).

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 Operational Modes

Auto Heading Mode

In the Auto Heading mode, the system accurately keeps the vessel
at the selected heading. The operator can use one of the following
standard functions to control the vessel’s heading:
· Present Heading, which maintains the vessel’s current
heading.
· Change Heading, which rotates the vessel to the specified
heading. The following methods can be used to define the
new heading:
- Marked Heading for marking the setpoint on the
Posplot view using the trackball.
- Change Heading Absolute for defining the setpoint
using absolute value.
- Previous Heading for defining the setpoint to be the
last specified heading.
- Change Heading Incremental for defining the setpoint
relative to the existing setpoint.
- Heading Wheel with Buttons Dec, Set and Inc, to
increase / decrease the heading setpoint. Available
when included in the delivery.
· Minimum Power Heading, which continuously updates the
vessel’s heading to obtain the heading which requires the
lowest power consumption.
The following functions are also available in the Auto Heading
mode:
· Set ROT
Enables the operator to specify the rate of turn (ROT) to be
used by the system when rotating the vessel to a new
heading.

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· Set ROT Acceleration

Enables the operator to specify the acceleration/deceleration
in the rate of turn at the start and finish of a commanded
rotation.
· Predefined Controller Gain Selection
Allows the operator to select one of three predefined
controller gain levels (High, Medium or Low), to adjust the
vessel response.
· Heading Warning and Alarm
Allows the operator to specify warning and alarm limits for
the heading deviation. The vessel’s heading is monitored
continuously by the system, and a message is given if the
heading deviation limit is exceeded.
The Auto Heading mode is incorporated in the Auto Position mode
to provide complete, automatic control of the vessel’s heading and
position.

Auto Position Mode

In the Auto Position mode, the system automatically maintains the

heading and position of the vessel. The functions available for
heading control are described under Auto Heading mode. The
operator can use any of the following standard functions to control
the vessel’s position:
· Present Position, which maintains the present vessel
position.
· Change Position, which moves the vessel to a new position
specified by the operator. The following methods can be
used to define the new position:

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 Operational Modes

- Marked Position for marking the setpoint on the

Posplot view using the trackball.
- Change Position Absolute for defining the setpoint
using absolute coordinates.
- Previous Position for defining the setpoint to be the
last specified position.
- Change Position Incremental for defining the setpoint
relative to the existing setpoint. The operator can
select either relative or true increments.
- Change Position Range/Bearing for defining the
setpoint relative to the start position. The operator can
select the start position to be either present setpoint or
present position, and the bearing to be either true or
relative.
The following functions are also available in the Auto Position
mode:
· Set Speed
Enables the operator to specify the vessel speed when
moving to a new position.
· Set Acceleration
Enables the operator to control the acceleration/deceleration
of the vessel at the start and finish of a commanded change
of position.
· Position Warning and Alarm
Allows the operator to specify warning and alarm limits for
the position deviation. The vessel’s position is monitored
continuously by the system, and a message is given if the
position deviation limit is exceeded.
· Predefined Controller Gain Selection
Allows the operator to select one of three predefined
controller gain levels (High, Medium or Low), to adjust the
vessel response.
· Rotation Point
Allows the operator either to select a predefined rotation
point or to enter the required coordinates manually. The
rotation point can even be defined outside the vessel itself.
The rotation point will be used when both the vessel heading
and position are under automatic control.

Mixed Joystick/Auto Mode

While remaining in Joystick mode, the operator can select
automatic control of either one or two of the surge, sway and yaw
axes.

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Follow Target Mode

The Follow Target mode enables the vessel to automatically follow

a moving target and keeps the vessel within a “position window”
relative to the target. The moving target must be equipped with an
acoustic mobile reference transponder or laser reflector in order for
the SDP system to monitor its relative position. If, for example, the
moving target is a Remotely Operated Vehicle, then the vessel
must be equipped with a Hydroacoustic Position Reference (HPR)
system in order for the SDP system to monitor its relative position.
The heading of the vessel is controlled by one of the following
functions: (For details see Auto Heading mode.)
· Present Heading
· Change Heading
· Minimum Power Heading
The following additional functions are available in Follow Target
mode:
· Change Reaction Circle
The operator defines a circle (reaction circle) within which
the target can move without causing the vessel to follow.
When the target reaches the edge of the reaction circle, the
position setpoint is updated automatically to restore the
vessel to the same position relative to the target, and the
reaction circle is redrawn around the new position of the
mobile transponder.

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 Operational Modes

· Change Distance to Target

The vessel’s initial position relative to the moving target is
automatically set when entering Follow Target mode.
However, when in Follow Target mode, the operator can
change the distance to the target whenever necessary. This
can be done with the standard methods for position control.
(For details see Auto Position mode: Present Position and
Marked Position.)
· Predefined Controller Gain Selection
Allows the operator to select one of three predefined
controller gains (High, Medium or Low).
· Rotation Point
Allows the operator either to select a predefined rotation
point or to enter the required coordinates manually (e.g.
where the ROV umbilical enters the sea).
In addition to a mobile reference on the target, an additional fixed
position-reference system (such as DGPS) is required.

Multi Targeting
The Follow Target mode with Multi Targeting enables a DP vessel
to follow a moving structure or vessel equipped with two or more
targets (such as laser reflectors). For example, a Fanbeam position
reference system with software for dual target can typically be
used. The moving structure can be followed both with respect to
position and heading.
The operator can select between the following operational modes:
· Follow Position, makes the vessel follow the moving
structure with respect to position. The vessel will always
have the same position relative to the moving structure,
while maintaining the absolute heading.
· Follow Heading, makes the vessel follow the moving
structure with respect to heading. The vessel will always
have the same heading relative to the moving structure,
while maintaining the absolute position.
· Follow Position and Heading, makes the vessel follow the
moving structure with respect to both position and heading.
The vessel will always have the same position and heading
relative to the moving structure.

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The following additional functions are available with Multi

Targeting:
· Change Reaction Limits
The operator can define reaction limits for position and
heading. The reaction limit for position (reaction circle) will
be applied individually for each mobile target. The reaction
circles for position and reaction limit for heading are
indicated on the screen.
· Change Position Relative to Target
The operator can change the vessel’s position relative to the
moving structure. This can be done with the standard
methods for position control. (For details see Auto Position
mode: Present Position and Marked Position.)
· Change Heading Relative to Target
The operator can change the vessel’s heading relative to the
moving structure. This can be done with the standard
methods for heading control; Present Heading and Change
Heading. However Minimum Power Heading is not
available. (For details see Auto Heading mode.)
· Predefined Controller Gain Selection
Allows the operator to select one of three predefined
controller gains (High, Medium or Low).
· Rotation Point
Allows the operator either to select a predefined rotation
point or to enter the required coordinates manually.
As for the basic Follow Target a fixed position-reference system
(such as DGPS) is required.

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Anchor Assist Mode

The Anchor Assist mode is used for operations within a mooring

pattern or when located close to a fixed structure, requiring one or
more anchors installed in the opposite direction, which will pull the
vessel away from the structure if a fault occurs.
· Axis Control
Allows the operator to select automatic position and/or
damping control in each of the three axes (surge, sway and
yaw) or control by the joystick.
· Environmental Compensation
Joystick control can also be combined with environmental
compensation in each of the three axes (surge, sway, yaw).
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.
· Joystick Compensation
Allows the operator to use the joystick to add compensation
force to counteract the mooring loads. The joystick
compensation is added to the modelled forces.
· Joystick Lock
Allows the operator to lock the joystick thrust demand
according to the current position of the joystick. While the
joystick lock is on, the thrust demand for axes under manual
control is not affected by the position of the joystick.

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· Predefined Controller Gain Selection

Allows the operator to select one of three predefined
controller gains (High, Medium or Low).
Note This mode does not require measurements from the mooring lines
(tension or length).

Autopilot Mode

The Autopilot mode enables the vessel to steer automatically on a

predefined course by accurately controlling the vessel’s heading.
This mode uses the vessel’s propeller(s) and rudder(s) or azimuth
thrusters.
The vessel’s heading is controlled by the following functions:
· Present Heading, which maintains the present heading.
· Change Heading, which enables the operator to change the
heading at any time during the operation. (For details see
Auto Heading mode.)
· Manual Heading Control
By disabling heading control, the operator can manually
control the rotation of the vessel using the joystick. The
operator should reselect automatic heading control when the
desired heading is reached.
The vessel’s speed can be controlled by:
· Speed control from joystick, by movement of the joystick in
alongships direction until the required demand on the
thruster/propellers is reached.

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 Operational Modes

· Speed control from external levers, by movement of the

levers until the required demand on the thrusters/propellers
is reached. Note that while the speed is controlled from the
external levers, the thruster azimuth or rudder angle remains
controlled from the SDP system.
The following functions are available in the Autopilot mode (for
details see Auto Heading mode):
· Set ROT, to specify the rate of turn for Change Heading.
· Set ROT Acceleration, to specify the acceleration of the rate
of turn.
The following functions are also available in the Autopilot mode:
· Off-Course Alarm/Warning
Enables the operator to define an alarm and warning limit.
The vessel’s heading is continuously monitored by the
system and a message is given if the vessel moves off
specified heading.
· Gyro Difference Alarm
If a gyrocompass fails, or the system detects a discrepancy
between the gyrocompasses, a message is given. When only
one gyrocompass is enabled the operator will be informed
about the need for a second heading source.
· Rudder/Azimuth Limit
Allows the operator to set limiting angles for the
rudders/azimuth thrusters within which they are allowed to
operate. Separate limits may be set for automatic and manual
control.
· Autopilot Gain Selection
Allows the operator to select either one of three predefined
controller gains (High, Medium, Low) or automatic gain
selection (according to the vessel speed). The operator can
also specify the gain adjustment for Counter Rudder
(stabilisation) and Auto Trim (weather).
· Wind Compensation
When Wind Compensation is enabled, the vessel will react
much more quickly to sudden changes in wind speed and
direction.
The rotation point for Autopilot is computed automatically (the
vessel’s natural pivoting point).

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ROT Pilot Mode

The ROT Pilot mode allows the operator to manoeuvre the vessel
using Rate Of Turn control. Quick response to changing Rate Of
Turn commands is ensured by a fast-reacting ROT controller,
which gives the same ROT response under various speed and laden
conditions. The ROT Pilot mode uses the vessel’s propeller(s) and
rudder(s) or azimuth thrusters.
· Automatic ROT control
ROT is set directly by rotating the 3-axis joystick.
· Manual Heading control
By disabling automatic Yaw control, the operator can
manually control the rudder/azimuth angle (steering)
directly by rotating the joystick.
· Automatic Heading Keeping
When the wanted ROT is set to zero by the joystick, and the
vessel rotation is close to zero (with timer mechanism), the
ROT Pilot will behave as an Autopilot. This will avoid slow
drift of the heading when the wanted ROT is zero.
The vessel’s speed can be controlled by:
· Speed control from joystick, by movement of the joystick in
alongships direction until the required demand on the
thruster/propellers is reached.
· Speed control from external levers, by movement of the
levers until the required demand on the thrusters/propellers
is reached. Note that while the speed is controlled from the
external levers, the thruster azimuth or rudder angle remains
controlled from the SDP system.
The following functions are also available in the ROT Pilot mode:
· Off-Course Alarm/Warning
Enables the operator to define an alarm and warning limit.
The vessel’s heading is continuously monitored by the
system and a message is given if the vessel moves off
specified heading.
· Gyro Difference Alarm
If a gyrocompass fails, or the system detects a discrepancy
between the gyrocompasses, a message is given. When only
one gyrocompass is enabled the operator will be informed
about the need for a second heading source.

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· Rudder/Azimuth Limit
Allows the operator to set limiting angles for the
rudders/azimuth thrusters within which they are allowed to
operate. Separate limits may be set for automatic and manual
control.
· ROT Pilot Gain Selection
The system will use the Autopilot Gain Selection, but with
functionality related to both heading setpoint and ROT
setpoint.
· Wind Compensation
When Wind Compensation is enabled, the vessel will react
much more quickly to sudden changes in wind speed and
direction.
The rotation point for ROT Pilot is computed automatically (the
vessel’s natural pivoting point).

Auto Track Modes

The Auto Track modes enable the vessel to follow a predefined
track, described by a set of waypoints, with a high degree of
accuracy.
In Auto Track (low-speed) mode, full position and heading control
in all three axes is applied to control the vessel movement. This
strategy yields superior control accuracy and allows full freedom
in selecting the vessel heading. It is, however, limited to speeds up
to approximately 3 - 4 knots.
The Auto Track (high-speed) mode controls the vessel heading (by
default using rudder or thruster azimuth control, but may also
apply bow thruster assistance depending on speed) to minimise the
cross-track error while maintaining the required speed. This
strategy is applicable at normal cruising speeds, above 3 – 4 knots.
In the Auto Track (move-up) mode, the operator can move the
vessel a specified distance along the track. All the thrusters may be
used to provide full position and heading control. The vessel stays
on the track in a fixed position until the operator initiates a
move-up.
The system can automatically switch between low-speed and
high-speed strategies depending on the requested speed.

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Waypoint Table Management

The waypoints, which describe the required track, are stored in a
waypoint table. The following functions are available for
managing the waypoint table:
· Leg Type
The operator can define the default leg type to be Rhumbline,
Great Circle or UTM Straight Line.
· Track definition by Track Editor
The operator can manually edit the waypoint table. This
includes the coordinates for the waypoint, with related turn
radius, the vessel heading and speed setpoint for each track
leg, and the leg type. The leg type can be either Rhumbline,
Great Circle or UTM Straight Line. Waypoints can be
inserted, modified and deleted.
· Track definition by Graphical Track Editor (on-screen track
definition)
Graphical Track Editing is performed in the main Posplot
view using the trackball. A waypoint dialog provides the
operator with direct confirmation of the track data being
established. A previously defined track may be modified by
moving, inserting and deleting waypoints, and the turn
radius at each waypoint can be adjusted.
· Waypoints from External Computer
The SDP system may receive predefined track definitions
from an external computer system. External waypoint data
in NMEA format can be received to create a new table, to
append waypoints to an existing table from the same source,
or to replace waypoints in an existing table. Note that this
function requires an interface to an external computer
system. (See also the SDP Interface Manual.)
· Waypoints to External Computer
The SDP system may transmit waypoint in NMEA format to
an external computer. Note that this function requires an
interface to an external computer system. (See also the SDP
Interface Manual.)
· Waypoints from/to Disk
The operator can open, delete and save track files containing
a waypoint table.

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 Operational Modes

· Track Offset
The operator can offset a track defined in a waypoint table
and, if required, save the new offset track in a new waypoint
table or overwrite an existing waypoint table. The available
strategies are:
- Parallel. The whole track is moved to left or right
perpendicularly to the current leg direction.
- Geographic. The whole track is moved a specified
distance and in a specified direction (relative to
North).
- Present Leg. The two waypoints, the one behind and
the one ahead of the present vessel position are moved
perpendicularly to the direction of the present leg. The
length of the present leg will remain the same, but the
length of the two adjacent legs on the track will
change.
- No Offset. When the operator selects this offset
strategy, the track will be restored to its initial unedited
definition.
· Selecting Update Strategy
The operator can select the strategy to be in use when editing
tracks (use of Track Editors and Track Offset functionality.)
The selected update strategy sets the “rules” for when and
which waypoints on a track the operator can edit. The
following update strategies are available:
- Always allowed
- Not on present leg
- Not in Auto Track mode.

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Auto Track (low-speed) Mode

In the Auto Track (low-speed) mode, the speed along the track is
controlled very accurately with the option to run as slowly as a few
centimetres per second.
The positions of the waypoints and the vessel’s heading and speed
that are to be used for each track section, are specified in waypoint
tables. However, other strategies for the vessel’s heading and
speed are available.
The vessel’s heading is controlled by the following functions:
· Present Heading, which maintains the present heading
irrespective of the track course.
· Change Heading, which enables the operator to change the
heading at any time. (For details see Auto Heading mode.)
· System Selected Heading, which selects one of the following
options:
- Waypoint Table uses the heading defined in the
waypoint table for each section of the track.
- Towards Waypoint sets the required heading to be
towards the next waypoint, modified with the
operator-specified crab angle.

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- Minimum Power uses the heading which requires the

minimum power, calculated according to the
environmental forces and the vessel speed. In calm
weather, the track heading will be used as the wanted
heading.
- Along Arc sets the required heading to correspond to
the tangent of the arc when passing waypoints,
modified with the operator-specified crab angle.
· Change Crab Angle
Offsets the heading setpoint relative to the track as described
for System Selected Heading. The following methods can be
used by the operator to define the crab angle:
- Set Crab Angle, which can be used both before and
during operation.
- Change Crab Angle by Heading Wheel with Buttons
Dec, Set and Inc, to increase/decrease the crab angle
during operation. Available when Heading Wheel is
included in the delivery.
· Set ROT
Enables the operator to specify the rate of turn (ROT) to be
used by the system when rotating the vessel to a new
heading.
· Set ROT Acceleration
Enables the operator to specify the acceleration/deceleration
in the rate of turn at the start and finish of a commanded
rotation.
· Manual Heading Control
By disabling heading control, the operator can manually
control the rotation of the vessel using the joystick. The
operator should reselect automatic heading control when the
required heading is reached.
The speed of the vessel along each section of the track can either
be obtained from the waypoint table or specified online by the
operator. The required vessel speed is automatically maintained by
use of position and speed measurement.
The operator can select between two alternative speed strategies
for passing waypoints:
· Slowing down at each waypoint before continuing to the next
(used when the vessel must remain on track, even during
sharp turns)
· Passing the Waypoint at a Constant Speed following a
circular arc between the two track legs. The turn radius can
be:

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- obtained from the waypoint table for each waypoint

- specified online by the operator (common for all
waypoints)
- calculated automatically according to the vessel speed
and requested ROT
In addition, the following functions are also available in Auto
Track (low-speed) mode:
· Wheel-Over Point Warning
Allows the operator to specify whether a warning is to be
given before reaching a Wheel-Over Point (where a turn is
initiated before a waypoint).
· Stop at Last Waypoint
Allows the operator to specify that the vessel should stop at
the last waypoint. Otherwise the vessel will continue in the
same direction past the last waypoint.
· Stop On Track
Stops the vessel on the track while maintaining the required
heading. Deselecting this function causes the vessel to
continue moving along the track.
There are two strategies for Stop: either to slow down and
stop, or to slow down, stop and move back to the point at
which Stop was initiated.
· Track Direction
Allows the operator to specify the direction in which the
defined track is to be followed:
- Forward: waypoints are to be followed in ascending
order of waypoint number
- Reverse: waypoints are to be followed in descending
order of waypoint number
An operator change of Track Direction in Auto Track
(low-speed) mode will cause a Stop On Track. When this
Stop is deselected (on the operator panel), the vessel will
move according to the selected Track Direction.
· Leg Offsetting
Allows the operator to offset the vessel a specified distance
to the left or right of the track direction without changing the
track definition itself.
· Cross-Track Warning and Alarm
Enables the operator to specify warning and alarm distances
within which the vessel can move on either side of the track.
A message is generated if one of these limits is exceeded.

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· Predefined Controller Gain Selection

Allows the operator to select one of three predefined
controller gain levels (High, Medium or Low).
· Rotation Point
Allows the operator either to select a predefined rotation
point or to enter the required coordinates manually.

Auto Track (move-up) Mode

In the Auto Track (move-up) mode, the operator can move the
vessel a specified distance along the track. All the thrusters are
used to provide full position and heading control. The vessel stays
on the track in a fixed position until the operator initiates a new
move (move-up).
The Auto Track (move-up) mode has the same basic functionality
as Auto Track (low-speed) mode.
· Move-up Distance
Enables the operator to move the vessel a specified distance
(to a new position setpoint) along the track. The operator can
also apply a distance adjustment during a move-up.
· Monitoring of the Move-up
Enables the operator to monitor the progress of the present
move-up (moved and remaining distance) and the total
distance moved when the move-up is performed in more
than one step.
· Setting the Speed Setpoint and Acceleration
Enables the operator to specify the speed setpoint and
acceleration for the vessel during a move-up. The speed
setpoint can also be obtained from the waypoint table.

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Auto Track (high-speed) Mode

The Auto Track (high-speed) mode allows the vessel to follow the
track at any vessel speed above 3 – 4 knots. The heading required
to keep the vessel on the track, is continuously calculated by the
system, according to the vessel speed and the environmental
forces. The heading is continuously controlled to return the vessel
to the track if it should drift off. The operator can limit the drift
angle (the angle between the vessel heading and the track leg
direction).
The speed of the vessel along each section of the track can be either
obtained from the waypoint table or specified by the operator.
The operator can define how the required vessel speed should be
maintained:
· Auto Speed
The speed is maintained either using position and speed
measurements or using constant pitch/rpm based on a
preprogrammed Speed/Thrust Table.
· Manual Speed
The operator uses the manual joystick to control the vessel
speed. This can be chosen at any time by the operator by
deselecting automatic control of the forward speed of the
vessel (surge).
When passing a waypoint, the vessel maintains a constant speed
along a circular arc between the two track legs.

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The turn radius can be:

· obtained from the waypoint table for each waypoint
· specified online by the operator (common for all waypoints)
· calculated automatically according to the vessel speed and
requested ROT.
The following functions are also available in the Auto Track
(high-speed) mode: (For items with short descriptions see Auto
Track (low-speed) mode.)
· Wheel-Over Point Warning, before a turn is initiated.
· Stop On Track, according to specified strategy.
· Track Direction with Turning Option, allows the operator to
specify the direction in which the defined track is to be
followed.
- Forward: waypoints are to be followed in ascending
order of waypoint number.
- Reverse: waypoints are to be followed in descending
order of waypoint number.
An operator change of Track Direction in Auto Track
(high-speed) mode will, according to the selection made by
the operator, either cause a Stop On Track and then reverse
with the original heading, or make a 180° turn.
· Leg Offsetting, to specify distance left/right.
· Cross-Track Warning and Alarm, when limit exceeded.
· Crab Angle Alarm
Enables the operator to specify a crab-angle limit. If the crab
angle reaches this limit, an alarm message will be issued. In
addition, the operator can specify that the system should
restrict the crab angle to the specified limit.
The following functions are also available in the Auto Track
(high-speed) mode: (For items with short descriptions see Auto
Heading and Autopilot mode.)
· Set ROT, to specify the rate of turn.
· Set ROT Acceleration, to specify the acceleration of the rate
of turn.
· Gyro Difference Alarm, when discrepancy occurs.

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· Rudder/Azimuth Limit, allows the operator to set limiting

angles for the rudders/azimuth thrusters within which they
are allowed to operate.
· Auto Track Gain Selection, allows the operator to select
either one of three predefined controller gains (High,
Medium, Low) or automatic gain selection (according to the
vessel speed). The operator can also specify the gain
adjustment for Counter Rudder (stabilisation) and Auto Trim
(weather).
The rotation point for Auto Track (high-speed) is computed
automatically (the vessel’s natural pivoting point).

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SYSTEM FUNCTIONS

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Sensor System Data Processing

The system allows the operator to give preference to one sensor in
each of the sensor groups related to gyrocompasses, vertical
reference sensors and wind sensors. Normally all available sensors
in a group are enabled by the operator, and the system will use the
preferred sensor providing it passes the various qualifying tests.
The operator is provided with sensor status information.

Sensor Redundancy in Triple Systems

To achieve true redundancy in triple systems at least three of each
type of sensor should be used. The triple-redundancy concept for
sensors is illustrated in the following diagram. In this diagram, an
example of three gyrocompasses is used, but the concept is equally
valid for handling data from vertical reference sensors (pitch and
roll measurements) and so on.

First level voting

Compass 1 Compass 2 Compass 3

Computer 1 094 110

Computer 2 095 112 096

105 111 096

Computer 3

Medians 095 111 096

Second level voting

Resultant median: 096

Sensor redundancy
All three compasses communicate with the three controller
computers. Each computer reads data from the three compasses
and simultaneously exchanges these data with the other two. A
two-level voting then takes place in each computer.

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This voting is done in order to:

· Detect local interface errors in each computer.
· Detect sensor errors such as compass drift and sensor
breakdown.
· Ensure that all three computers use the same compass data
as a basis for further calculations.
This is achieved by:
· First-Level Voting. With reference to the preceding figure,
detection of interface errors (first-error voting) is done by
selecting the median or middle value of, for example,
Compass 1 data as read by all three computers. The figure
shows that this value is read as 094, 095 and 105 degrees by
computer 1, 2 and 3 respectively. The median value of these
three figures is 095 degrees. The individual differences
between this median and the three values for Compass 1 are
checked and if any of them are greater than a predefined
limit, the relevant interface is considered to be failing. If this
error is detected several times, a message is given to the
operator and the interface can be replaced.
· Second-Level Voting. Second-level voting is performed to
detect errors in the compass. The median of all the medians
from the first-level voting is selected, and similar individual
differences as described for first-level voting are calculated.
If one compass value differs significantly from the two
others, the compass is regarded as faulty and an error is
reported to the operator. In the preceding figure, the result of
the second-level voting is 096.
In addition to the two-level voting concept, there are a number of
filter and error-detection algorithms implemented in the software.
Second-Level Voting will not reject a wind sensor, but will inform
the operator about differences between sensors. The difference in
wind direction indicated by the sensors is calculated only when the
average wind speed is above a predefined level.
Some sensors (e.g. draught sensors, water depth sensors) are not
subject to Second-Level Voting as they generally reflect
“independent” values.

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Sensor Redundancy in Dual Systems

Each sensor communicates with both controller computers. Each
computer reads the data from all sensors and, at the same time,
exchanges these data with the other. When one of the computers
detects an internal failure of an input channel or that the I/O card
isn’t responding, this computer will start to use the readings from
the other computer. An alarm or warning is then issued to the
operator, and the appropriate I/O card replacement can then be
initiated.
A dual system cannot perform First-Level Voting as described for
triple systems. However a comparison of the data will take place.
If the sensor data received by one computer differs significantly
from the sensor data received by the other computer, a warning is
issued to the operator, and the operator should initiate the required
action. If the system has another sensor of the same kind, the
operator should also select which sensor’s data to use.
Each of the controller computers in a dual system can perform
Second-Level Voting on its owns values from a sensor group (e.g.
Compass). However, the sensor group must consist of at least three
sensors to be able to select a median value and to reject a sensor
reading as part of the voting. A warning will be issued to the
operator if a reading is rejected. In other cases (i.e. two sensors),
a difference test will be performed, but it will not be possible to
identify a faulty sensor or interface. Note that Second-Level
Voting for a dual system is performed to detect errors in the sensor
and interface. However, in a triple system First-Level Voting alone
can identify an interface error.
In addition, predefined limits are set for the data obtained by the
sensors. If the limit for a particular sensor is exceeded, the relevant
interface or sensor is considered to be suspect and an alarm or
warning is given to the operator. The appropriate I/O card
replacement or sensor repair can then be initiated.

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Sensor Redundancy in Single Systems

A single system cannot perform First-Level Voting as described
for triple systems. However, the controller computer in a single
system can perform Second-Level Voting on its owns values from
a sensor group (e.g. Compass). The sensor group must consist of
at least three sensors to be able to select a median value and to reject
a sensor reading as part of the voting. A warning will be given to
the operator if a reading is rejected. In other cases (i.e. two
sensors), a difference test will be performed, but it will not be
possible to identify a faulty sensor or interface. Note that
Second-Level Voting for a single system is performed to detect
errors in the sensor and interface. However, in a triple system, the
First-Level Voting alone can identify an interface error.
In addition, predefined limits are set for the data obtained by the
sensors. If the limit for a particular sensor is exceeded, the interface
or sensor is considered to be suspect and an alarm or warning is
given to the operator. The appropriate I/O card replacement or
sensor repair can then be initiated.

Position-Reference System Data Processing

Measurements of a vessel’s position and heading at any point in
time are essential for dynamic positioning.
It is quite normal, and indeed it is mandatory for some types of
operation, to use several different position-reference systems
simultaneously with the SDP. Therefore the SDP system performs
a series of tests on each of these to check that their position
measurements are accurate enough for use. Should the tests show
that some measurements are outside acceptable accuracy limits,
these measurements will be disregarded by the SDP system.
In order to qualify measurements from a position-reference
system, the following online tests are performed by the SDP
system:
· Freeze Test – “live” assessment
· Variance Test - long-term assessment
· Prediction Test - short-term assessment
· Slow Drift Tests - assembly assessment.
Before these tests are performed, all received position
measurements are checked for validity. For all tests, messages are
reported to the operator when the defined limits are exceeded.

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Freeze Test
The freeze test rejects repeated measurements. The SDP system
treats repeated reports of the same position from one
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.

Variance, Weight and the Variance Test

The SDP system calculates a variance for each of the
position-reference systems in use.
The system assigns different weighting to each position-reference
system, based on its calculated variance. In this way, the system is
able to place more emphasis on the position-reference systems that
are providing the best measurements. The higher the system’s
variance, the lower its weighting factor.
The variance test detects if the variance in the measured values
exceeds the rejection limit. The variance rejection limit is based on
the expected variance of the position-reference system.

Prediction Test
The prediction test detects sudden jumps in the measured position
and immediately rejects those that lie outside the limits. The test
will also reject data that show a drift away from the vessel model’s
predictions.
POSITION N/E

Rejected measurement

Rejection limit

Model prediction

Measurement

Rejection limit

TIME

Prediction test

The limit for the prediction test is a function of the actual

measurement accuracy (calculated variance).

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Slow Drift Tests

Two different tests are included for detection of possible drift in
position-reference systems:
· Divergence Test – (requiring two or more active
position-reference systems)
· Median Test – (requiring three or more active
position-reference systems)

Divergence Test
When two or more position-reference systems are in use, this test
detects when measurements from one position-reference system
differs by a systematically increasing amount from the
measurements from one or more of the other position-reference
systems.
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. This test only provides a warning to the operator,
not an automatic rejection of data.

Median Test
The median test can be performed when three or more
position-reference systems are in use. It will detect a
position-reference system whose data differs significantly from
the others. The operator can choose to suppress the test if, for
example, two of three systems are statistically strongly correlated.
The operator may choose whether suspect measurements shall be
automatically rejected or merely generate a warning.

POSITION Measurement
NORTH from system A

Reject limit
around total
median line
North
Median
line

Measurement
from system B
Measurement
from system C

POSITION
EAST
East Median line

Median test

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Position-Reference System Functions

The following functions are available:
· Reference System Location. The location on the vessel
(relative to its centre of gravity) of antenna or sensor head for
the different reference systems, may be specified by the
operator.
· Reference System Monitoring. The operator may choose to
merely monitor a position-reference system. A reference
system enabled for monitoring will not influence the DP
model (zero weight), and it will not be included as an active
reference system for the median test. Apart from this all
other reference system checking is active.
· Reference System Fixed Origin. The operator may choose to
fix the reference point of one or more reference systems. A
reference system with fixed reference point will not be
calibrated towards the model.
· Selection of Datum. (Relevant for systems that provide
absolute position in geographic coordinates.) The SDP
system may read reference system inputs of absolute
position in different datums, for example WGS84 and ED50.
Each reference system may provide data in its own datum.
The operator may specify which datum is to be used for each
of the reference systems. The system will convert all
reference system readings to a common datum. The system
can also handle user-specified conversion between WGS84
and a local datum.
· Selection of UTM position properties. Certain
position-reference systems provide an UTM position
without the required format information which must then be
added by the operator.
All UTM positions are assumed to be in the format (Zone,
False Easting and False Northing) specified by the operator.
· Gyro Deviation Calculation. The vessel heading can be
derived from the relative position between two GPS
antennas. Recommended minimum antenna separation is
10m, and the accuracy of the computed heading increases
with distance between the antennas. These data are used in
the calculation of gyrocompass corrections with related
standard deviation. The results can be used by the operator
to select the preferred gyrocompass and for gyrocompass
corrections (average).

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Thruster Allocation
The SDP system’s controller continuously calculates the actual
force requirements in the alongships and athwartships directions
(the force demand), and the required rotational moment (the
moment demand).
The Thruster Allocation distributes these demands as pitch/rpm
and azimuth control signals to each thruster/propeller, thus
obtaining the force and moment required for the position and
heading control.
The Thruster Allocation is based on advanced online mathematical
optimisation methods, which ensure optimum thruster/propeller
use with minimum power consumption and thruster wear. If a
thruster/propeller is out of service or deselected by the operator,
the Thruster Allocation automatically redistributes the ”lost”
thrust to the remaining thrusters/propellers.
If both the rotational moment and directional force demands are
unobtainable due to insufficient available thrust, priority is set to
obtain the rotational moment demand (heading priority).
The Thruster Allocation function includes error detection for
failure conditions in the thruster system, enabling the appropriate
action to be taken by the system and/or the operator.
Any configuration of tunnel thrusters, azimuth thrusters, water
jets, main propellers, rudders and nozzles can be handled by the
SDP system.
The following diagram illustrates the allocation of the moment and
force demands into control signals for each thruster/propeller:

Rotational
Moment
Demand
Directional
Force
Demand

Allocation
of demand

= Tunnel thruster = Propeller/rudder

= Centre of rotation = Wake from

thruster/propeller
= Direction of thrust

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The following functions are also available with the Thruster

Allocation function:
· Alternative rpm
Allows the system to operate using different
thruster/propeller speeds for controllable pitch units. This
function monitors the selected thruster speed and enables the
SDP system to use the actual thruster rpm data for each
thruster/propeller. Note that this function requires an
interface for rpm readings.
· Increased Power (Emergency Thrust)
Allows the thrusters to be used at more than their nominal
rating for a limited period of time (if the thrusters are
designed to handle this) in order to survive an emergency
situation. When the time period has expired, the thruster
utilisation is automatically returned to nominal values.
· Thruster Run-in
The Thruster Run-in function allows the operator to limit the
maximum thruster setpoint of each individual thruster
preconfigured with this functionality.
· Automatic Thruster Start (for IAS deliveries)
The Automatic Thruster Start function allows the system to
enable and start thrusters automatically when necessary. A
thruster which starts up automatically, is also automatically
enabled. Automatic thruster start and enabling can be
switched on and off by the operator. The thrusters are divided
into preconfigured groups, and each group is handled
separately related to the start request limit and delay
specified by the operator. This functionality requires IAS
from Kongsberg Maritime.

Low-Speed and Station-Keeping Operations

Azimuth Thruster Control
When the thruster configuration contains azimuth thrusters or a
mixture of azimuth and tunnel thrusters, the operator can choose
the mode in which the Thruster Allocation function shall operate:
· Fixed Thruster Azimuth modes
· Variable Thruster Azimuth mode
· Thruster Biasing
· Operator Set Fixed Azimuth mode.
Tailored allocation strategies can be implemented based on the
actual thruster configuration.

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For some of the modes e.g. Fixed Thruster Azimuth modes, a

sufficient number of thrusters must be enabled to select the mode.
The system will normally automatically switch back to the default
allocation mode (normally Variable Thruster Azimuth mode) if the
operator deselects thrusters or if thrusters lose their ready status.

Fixed Thruster Azimuth Modes

The system normally reacts to changes in the direction and strength
of the environmental forces by changing the angle of the azimuth
thrusters. However, when the environmental force is small and
constantly changing direction, then one of the Fixed Thruster
Azimuth modes can be used in order to avoid continuous changes
in the azimuth thruster angles.
The Fixed Thruster Azimuth modes includes:
· Fix mode that is independent of directional force demand
The system automatically selects a fixed angle for each
azimuth thruster.
· Directional force dependent fix mode (cover four sectors).
A set of alternative, fixed angles are predefined for each
azimuth thruster from which the system automatically
selects the optimum angles. The system selects the angles for
the azimuth thrusters according to the directional force
demand when the operator selects the mode.
The predefined thruster angles defined for the Fixed Thruster
Azimuth modes are based on the following:
· Number of thrusters available for positioning
· Thruster/hull interaction effect
· Thruster/thruster interaction effect
· Thruster interaction with other equipment.
When an azimuth thruster is operating with negative pitch/rpm in
the Fixed Thruster Azimuth modes, the operator has the possibility
to automatically turn the thruster through 180_.
Several Fixed Thruster Azimuth modes may be defined according
to operational needs and the actual thruster configuration.
The following diagram illustrates a vessel with tunnel and azimuth
thrusters where the azimuth thrusters are operating in a typical
Fixed Thruster Azimuth mode.

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Rotational
Moment
Demand Directional
Force
Demand

Allocation
of demand

= Tunnel thruster = Azimuth thruster

= Centre of rotation
= Wake from
= Direction of thrust thruster/propeller

Some examples of tailored allocation strategies are illustrated in

the following descriptions of a vessel with tunnel thrusters in the
bow and two azimuth thrusters at the stern of the vessel.

Stdb 0, Port 90
In this mode, the starboard azimuth thruster is set at 0_ and the port
azimuth thruster is set at 90_. This prevents constant turning of the
azimuth thrusters. RPM control is used to produce the demanded
force and moment.
This mode is intended for joystick manoeuvring (Joystick mode)
and station-keeping (Auto Position and Follow Target modes).

Stdb 90, Port 0

In this mode, the starboard azimuth thruster is set at -90_and the
port azimuth thruster is set at 0_. This prevents constant turning of
the azimuth thrusters. RPM control is used to produce the
demanded force and moment.
This mode is intended for joystick manoeuvring (Joystick mode)
and station-keeping (Auto Position and Follow Target modes).

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Inwards 45
In this mode, the two azimuth thrusters are set in a fixed symmetric
orientation at ±45_ inwards. The bow thrusters provide lateral
thrust.
The thrust demand is divided equally between the available
thrusters. The turning moment has priority over speed in order to
achieve safe manoeuvring.

Outwards 45
In this mode, the two azimuth thrusters are set in a fixed symmetric
orientation at ±45_ outwards. The bow thrusters provide lateral
thrust.
The thrust demand is divided equally between the available
thrusters. The turning moment has priority over speed in order to
achieve safe manoeuvring.

Variable Thruster Azimuth Mode

In this mode, the azimuth thrusters are rotated individually to
produce the demanded force and moment. The system
automatically changes the angle of the azimuth thruster 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. These dead bands are predefined according to the
configuration of the individual vessel.
A set of prohibited zones for each thruster can be predefined which
prevents a particular thruster from interfering with other thrusters,
the hull or other equipment. A prohibited zone that is related to
thruster/thruster interaction effect is normally removed when the
dependent thruster is not active. The thrusters are allowed to pass
a prohibited zone.
The prohibited zones are based upon the following:
· Thruster/thruster interaction effect
· Thruster/hull interaction effect
· Thruster interaction with other equipment.

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The following diagram shows a vessel’s tunnel and azimuth

thrusters when operating in Variable Thruster Azimuth mode.

Rotational
Moment
Demand
Directional
Force
Demand

Allocation
of demand

= Tunnel thruster = Azimuth thruster

= Centre of rotation
= Wake from
= Direction of thrust thruster/propeller

Thruster Biasing
Thruster Biasing allows azimuth thrusters to counteract each other
in groups so that the resulting effect of the biasing is zero. Each
group can contain either two or three thrusters. Thruster Biasing
does not limit the use of the thrusters since the counteraction will
be reduced when the total demand increases. The operator can
specify the level of biasing.
Case 1: This function is useful in the following situations:
Surge demand = 0 T
Sway demand = 0 T
Bias =5T · When an azimuth thruster cannot give zero thrust.
· When a higher power consumption is required (than is
Case 2:
Surge demand = 10 T actually needed for positioning).
Sway demand = -5 T
Bias = 5T
· When the weather is calm.
The Thruster Biasing will also reduce the turning of azimuth
thrusters when demand is changing, thereby improving the
effective thruster response and positioning accuracy.
A tailored allocation strategy is illustrated in the following
description of a vessel with tunnel thrusters in the bow and two
azimuth thrusters at the stern of the vessel.

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Inwards 30 – 150
This mode is intended for precise joystick manoeuvring (Joystick
mode and Auto Track (low-speed) mode) and for station-keeping
(Auto Position and Follow Target modes).
In this mode, the port azimuth thruster is restricted to the azimuth
range between 30_ and 150_, and the starboard azimuth thruster is
restricted to the range between -30_ and -150_.
The azimuth thrusters may be biased towards each other so that
both azimuth thrusters provide a specified minimum thrust.

Operator Set Fixed Azimuth mode

In this mode, the operator can freely set fixed azimuth angles of
azimuth thrusters and rudders/nozzles. An azimuthing unit which
is not selected to have fixed angle, will be rotated individually as
required. The thruster view shows which units are using fixed
angle.

Rudder/Nozzle Control
The Rudder/Nozzle Control function uses the rudder/nozzle to
generate sideways thrust, either as an addition to stern thrusters or
alone if no lateral stern thrusters are available.
This function is designed for operation with two main propellers
and individually-controlled rudders/nozzles. The rudders may be
of traditional or high performance type.
For example, during station-keeping modes, one main propeller
and rudder/nozzle are used to generate forward directional thrust
within the rudder/nozzle angle limits. The second rudder/nozzle is
set in the neutral position, and the second propeller is used to
reverse and counteract any excess thrust generated alongships by
the first.
The operator can limit the maximum rudder angle, and can use the
“Operator Set Fixed Azimuth mode” when this is included in the
delivery.

Thruster Allocation for High-Speed Modes

Some operational modes such as Joystick High-Speed, Autopilot,
ROT Pilot and Auto Track (high-speed) are related to high-speed
operations.
The following functions are available in these operational modes:
· Free Run
Allows a greater maximum pitch/rpm to enable the vessel to
reach full speed when running in modes related to
high-speed operations.

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· Select Steering Configuration

- Select Steering Group, enables the operator to select
which group of thrusters/rudders is to be used for
steering.
- Select Steering Mode, enables the operator to select
how thrusters/rudders are used for fixed, synchronous
or asynchronous (auto, starboard, port) steering.

Steering Groups
Some examples of steering configurations are illustrated below for
a vessel that has three steering groups, each comprising two
steering units. The thrusters that are not used for steering will
provide alongships force.

Steering group: bow Steering group: centre line Steering group: stern

Steering Modes
Synchronous and asynchronous (starboard and port) allocation
strategies, using the stern steering group, are illustrated below.

Synchronous Asynchronous Starboard Asynchronous Port

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Some examples of fixed, synchronous and asynchronous (auto)

allocation strategies are illustrated in the following descriptions
for a vessel with tunnel thrusters in the bow and two azimuth
thrusters at the stern.

Fixed (Outwards 45)

In this mode, the two azimuth thrusters are set in a fixed symmetric
orientation at ±45_ outwards. The bow thrusters provide lateral
thrust.
The thrust demand is divided equally between the available
thrusters. The turning moment has priority over speed in order to
achieve safe manoeuvring.
This allocation mode is available in all operating modes, but is
intended for vessel speeds of up to approximately 10 knots.
In Joystick High-Speed mode with manual heading control,
rotating the joystick produces turning moment using the azimuth
thrusters. If more turning moment is required, the operator can
move the joystick sideways to demand force from the bow
thrusters (in the direction of the joystick movement).
When under automatic heading control in Joystick High-Speed,
Auto Track (high-speed), Autopilot and ROT Pilot modes, the bow
thrusters are used up to the vessel speed at which they are no longer
effective.

Synchronous
This mode is intended for the Joystick High-Speed, Auto Track
(high-speed), Autopilot and ROT Pilot modes.
Both azimuth thrusters have the same azimuth angle and both
generate the directional force demand.
In Joystick High-Speed mode with manual heading control,
rotating the joystick produces turning moment by changing the
angle of both the azimuth thrusters. If more turning moment is
required, the operator can move the joystick sideways to demand
force from the bow thrusters (in the direction of the joystick
movement).
When under automatic heading control in Joystick High-Speed,
Auto Track (high-speed), Autopilot and ROT Pilot modes, the bow
thrusters are used up to the vessel speed at which they are no longer
effective.

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Asynchronous Auto
This mode is intended for the Joystick High-Speed, Auto Track
(high-speed), Autopilot and ROT Pilot modes.
Only one azimuth thruster is used to generate the directional force,
while the other is fixed alongships. The steering unit is selected
automatically depending on the turn direction.
In Joystick High-Speed mode with manual heading control,
rotating the joystick produces turning moment by changing the
angle of just one of the azimuth thrusters. If more turning moment
is required, the operator can move the joystick sideways to demand
force from the bow thrusters (in the direction of the joystick
movement).
When under automatic heading control in Joystick High-Speed,
Auto Track (high-speed), Autopilot and ROT Pilot modes, the bow
thrusters are used up to the vessel speed at which they are no longer
effective.

Power Load Monitoring and Blackout Prevention

The Power Load Monitoring and Blackout Prevention function
performs a dynamic pitch/rpm reduction of the thrusters/propellers
to prevent blackout on a power bus or isolated bus section as a
consequence of applying too much power to the thrusters. This is
achieved by monitoring the load on the main bus or isolated bus
sections and reducing power on the connected thrusters/propellers
by reducing pitch/rpm demand if the estimated load exceeds the
nominal limit. The reduction is shared between the connected
thrusters/propellers in such a way that the effect on the position and
heading control is minimised.
The function will only limit thruster commands to avoid a stable
power plant becoming overloaded. The function cannot prevent a
potential blackout caused by generator tripping.
The Power Load Monitoring and Blackout Prevention function
covers the following standard power plant configurations:
· Diesel generators supplying thruster/propeller drives
· Shaft generators supplying thruster drives
· A combination of diesel generators and shaft generators.
This function supplements to the vessel’s Power Management
System (PMS). The thruster/propeller pitch/rpm reduction criteria
during SDP control, are set at lower overload levels than the load
reduction initiated by the vessel’s own PMS. The Power Load
Monitoring and Blackout Prevention function is active in all
operational modes and is illustrated in the following diagram:

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kW
Reduced power
consumption by Nominal power
SDP to avoid
blackout/overload

SDP power demand

Actual SDP
power Pitch/rpm Pitch/rpm
consumption reduction reduction

TIME
The SDP system requires the following information in order to
perform blackout prevention:
· Generator power and breaker status
· Bus-tie breaker status
· Thruster breaker status (if more than one for each thruster)
The following functions are also available:
· Generator Load Limitation
Performs load limitation of the most loaded generator if a
skew-load situation occurs on the power bus. The overload
protection is achieved by automatically reducing the
pitch/rpm on the thrusters/propellers connected to the power
bus until the most loaded generator operates within its
nominal capacity.
· Diesel Engine Monitoring
Monitors the load on each diesel engine (fuel-rack
monitoring) which drives a controllable-pitch propeller.
Note that this function requires an interface to the diesel
engine fuel-rack reading. This function is for presentation
purposes only, and does not perform any load limitation.
· Diesel Engine Load Limitation
Monitors the load on each diesel engine (fuel-rack
monitoring) which drives both a generator and a
controllable-pitch propeller on the same shaft. Power load is
reduced by automatically reducing the pitch demand on the
connected propeller when the nominal engine load is
exceeded. Note that this function requires an interface to the
diesel engine fuel-rack reading.

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· Thruster Load Monitoring (Current/Power)

Monitors the current/power load on each individual
thruster/propeller motor. Note that this function requires an
interface for the motor current/power reading.

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Human-Machine Interface (HMI)

The HMI is an important feature enabling efficient and safe
operation of the system by assisting the operator in making
optimum operational decisions. Emphasis has been placed on
logical operation, effective presentation of relevant information
and user-friendliness. Special precautions are taken to prevent
single inadvertent acts of operation.
Dedicated buttons with status lamps are provided on the operator
panel for activation of main modes, position-reference systems
and thrusters, and functions where indicator lights can greatly
assist assessment of the situation. Other frequently used functions
are also initiated from dedicated panel buttons.
The buttons are grouped according to their main functions. The
panel also provides a keypad for numeric input of data, a trackball
to control the screen cursor and a 3-axis joystick. A heading wheel
may also be supplied to set the vessel’s heading and crab angle.

System functions Reference systems View

Main modes and thruster and sensors selection Alarms

Modes Controls Sensors Views Views Alarms

Command
responsibilty
Command

Main Views

View
selection

Heading Keypad Trackball

Heading wheel Numeric input Trackball 3-axis joystick

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The panel for the SDP-10 has a reduced set of buttons.

Main System
modes functions Alarms

Modes Controls Alarms

3-axis joystick
Command
Command
Main Views
responsibility
View selection

Heading Keypad Trackball

Heading wheel Numeric input Trackball

A Windows-based display interface provides a high degree of

flexibility in the presentation of information. Familiar Windows
features such as a Menu bar and Dialog boxes are used. Functions
without dedicated panel buttons are controlled via the Menu bar.
The display is divided into a number of predefined areas:
· Title bar, identifies the SDP operator station and shows the
current date and time. The “controller group” (e.g. Main or
Fire Backup) to which the operator station is connected is
displayed. When this operator station is in command, the
name of the “command group” (Propulsion) is also
displayed and highlighted. When the system is in Trainer
(simulation) mode a related text is displayed flashing.
· Menu bar, provides command menus allowing access to the
available Dialog boxes.
· Message line, shows the most recent warning or alarm
message that has not yet been acknowledged. The complete
Alarm window, containing a list of all the current messages
(alarms, warnings and information messages), is available
by pressing the Alarm View button on the operator panel.
· Performance area, shows important performance
information to allow immediate assessment of the situation.
The content of the view changes automatically according to
the selected main mode.

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· Working area, shows user-selectable operational views.

· Monitoring area, shows smaller versions of the same

user-selectable views.

· Status line and Status bar, display general help messages and
advice for the operator. They also provide general system
status information by means of indicators, some of which are
also cursor-sensitive.

The operator may zoom in a view that is displayed in the Working

area or Monitoring area. A zoomed view can be panned or zoomed
again.

Performance Area Working Area

Menu Bar Message Line Title Bar

Status Line Monitoring Area Status Bar

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The operator can adjust the brightness of the indicator (status) lamps
on the operator panel and of the background light in the buttons
themselves. A lamp test facility gives the possibility to test the panel
status lamps, alarm lamps and the audible alarm at any time. Two sets
of display colours (palettes) are available, one for day and the other
for night use. The palette selection for the OS in command can be
applied on all operator stations in the system. Controls for the colour
monitor, and a keyboard for the operator station computer, are easily
accessible at the console.

The date and time of the system clock, and the time zone set at any
operator station are applied to all the available operator stations
and controller computers. It is also possible to use an external clock
as a master clock by use of the “Platform Master Clock” interface.

Several of the views show information relative to a diagram of the

vessel; for example, thrusters are shown on the Thruster main view
in their relative positions on the vessel diagram. To make
interpretation easier, the orientation of the vessel diagram is set to
suit the orientation of the operator station. There are four possible
orientations; “bow up”, “bow left”, “bow down” and “bow right”.

The operator can select certain graphical objects in the views, such
as the position setpoint symbol. Data associated with the selected
graphical object can then be inspected or modified.

Data entry is achieved using dialog boxes initiated from panel

buttons or menu entries, or by clicking on graphical symbols in the
views or icons on the display Status Bar.

Dialog boxes “pop up” in the display area but can be freely moved
by the operator as required. Data entered in the dialog boxes are not
taken into account until the operator confirms the input by pressing
either the “Apply” or “OK” button in the dialog. A “Cancel” button
allows the dialog to be closed without action. If the operator station
is not in command or the system is not in an appropriate mode,
changes to the data in a dialog box are illegal and both “OK” and
“Apply” will be disabled (dimmed). Whenever possible, the data
entered by the operator will be checked for validity. If an illegal
value is entered, it will be rejected and a message box will appear
with the valid range for the rejected value. The current value will
remain unchanged.

The following sections show examples of some of the dialog boxes

and views that can be displayed. The Display Presentation section
describes the features that the operator can use to determine how
data is presented on the screen.

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Change Heading Dialog

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Change Position Dialog

Position Plot
This Posplot view displays the vessel’s position and movement
relative to other display objects, such as the location of
position-reference systems or transponders. The four possible
combinations of True or Relative headings and Setpoint or Actual
positions at the display centre can be selected. The prevailing wind
and current are displayed.

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The position plot can be configured using the Posplot dialog:

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Reference Systems
This view displays an overview of the reference systems’ quality
and the limits for the reference systems’ acceptance tests.

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DP Conning View
This view would normally be used during transit operations. The
illustration below is only an example; the actual information
displayed depends on the system mode.

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Thrusters and Propellers

This view shows the performance and status of the thrusters and
propellers. Bar graphs show the thruster force for each thruster
unit. The thrust for each thruster unit and the resultant thrust are
also represented by vectors.

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Thruster Subviews
There is an additional subview for each thruster showing more
detailed information than the main thruster view:

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Setpoint/Feedback Sub-view
This view shows setpoint and feedback data for all the thrusters.

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Power Generation
This view displays information about the power system. It shows
which generators are running and connected, the bus-tie breaker
status, the power generated for each generator and power bus, and
the power consumption of each thruster.

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Sensors
This view shows the performance and state for selected sensors.

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Trend Displays
Graphs can be displayed showing the history, for a specified
period, of selected information such as wind, sea current, position
and heading deviation, thruster forces and power consumption.
Each graph can have a separate time scale.

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Joystick
This view shows information such as thrust demand and response
to assist the operator during joystick operation.
At an operator station that is not in command, this view shows both
the joystick demand from this “Local” OS and the demand from the
OS that is in command. This information helps the operator to
ensure a bumpless transfer when taking command at this OS.

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Display Presentation
The following functions are essential for controlling the
presentation of data on the display:
· Selection of Display Presentation for Position
Position data may be displayed in several formats:
- US State Plane: length unit and State Plane Zone can
be selected by the operator.
- Geographic (latitude/longitude): format can be
selected by the operator; DDD MM.mmmm or DDD
MM SS.ss.
- UTM (Universal Transverse Mercator): length unit
and UTM properties (false easting and/or false
northing) can be selected by the operator. The operator
can also select automatic calculation of zone or use
manual input of zone in combination with zone offset.
A UTM grid can be presented in the Position Plot.
- Local N/E (Local grid North/East coordinates): length
unit can be selected by the operator. The operator can
also select the origin of the local north/east coordinate
system.
Absolute geographic positions (US State Plan, Geographic
and UTM) may be shown in relation to an operator-selected
datum, such as WGS84 or ED50, or in relation to an
operator-specified datum conversion between WGS84 and
a local datum.
· Selection of Display Units
The display units to be used for the display and entry of
values may be specified through a dedicated dialog box. The
operator can choose between the following sets of display
unit: Metric Units, Imperial Units and User Definable. The
display units settings may be reset to the original (factory)
settings (Metric Units).

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Alarm System
Extensive automatic data-checks are performed during operation.
This applies to data from position-reference systems, sensors and
other external systems, as well as internal system data. The
operator is alerted by audible alarms, flashing lights and messages
if any error or inconsistency occurs.

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 cards, hardware voters, etc.
· Supervision of the controller computer fan and temperature.
· Comparison of data with preset maximum and minimum
limits.
· Consistency checking of input (e.g. input from triangular
potentiometer).
· Supervision of the serial lines (e.g. Timeout, baud rate,
framing error, checksum and format).
Any faults are reported.

Operational Checks
The following checks are continuously carried out during system
operation:
· Detection of possible degraded performance of the DP
system (e.g. thruster not ready, insufficient thrust, demand
reduced by blackout prevention, heading out of limits,
position out of limits, etc.).
· Logical checking of information (e.g. taut wire; difference
between measured and expected wire length exceeds limit).
· Comparison of data with preset maximum and minimum
limits.
· 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, both with
respect to interface and sensor failures.

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In dual- and triple-redundant systems, comparison checks are also

done for the position/heading setpoints and estimates,
reference-system origin, used position-reference systems, target
transponders and other sensors.
Detected faults, discrepancies and advice 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 alarms and flashing panel lights are used for alarm
messages. The operator can select a view showing all current
messages in the system at any time. Audible alarms may be
silenced without acknowledgement of the message.

Three Categories of Messages (Priority)

The messages are divided into the following types, depending on
their severity:
· Alarms (audible alarm and flashing light)
· Warnings (flashing light)
· Information.
Both alarm and warning messages must be acknowledged by the
operator.

Alarm Display
System messages are displayed in two ways:
· The Message Line always shows the most recent warning or
alarm message that has not yet been acknowledged by the
operator. Related time, priority and additional information is
also displayed. The operator can acknowledge the displayed
message.
· The Alarm View shows all messages (alarms, warnings and
information). The time that each message was issued is
displayed, and each message is colour-coded according to its
priority. Acknowledged alarms where the alarm condition is
no longer present, are removed from the Alarm View. The
operator can choose between a dynamic view (where
messages are displayed and removed dynamically) and a
static view (showing a snapshot of the current messages).
The operator can acknowledge individual messages or all
visible messages.

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Alarm and warning messages in the system can contain a set of

additional information which provides the operator with vital and
detailed information about the reported alarm conditions.

Alarm Advisory Function

Using the Help system, the operator can obtain explanations for
any message:
· Description of the additional information in the messages
· Operative recommendations
· Possible reasons
· Possible consequences
· Corrective actions.

Message Printout
When a warning or alarm message is first reported by the system,
or becomes inactive or is acknowledged, it is printed out
immediately on the event printer, normally as one-line messages.

Status Page Printout

The operator can print a predefined set of system status data on the
event printer connected to the controller. The operator can either
explicitly request an immediate printout or request repeated
printing at a given time interval.
The status page contains information about:
· Environmental conditions
· Thruster forces
· Vessel position and heading.

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Built-in Trainer
The standard SDP system is delivered with a Built-in Trainer
function which provides simulations for operator training and for
analysing the vessel behaviour during changes in operational
conditions. Simulations are performed at the system console. No
additional equipment is required. The trainer can be used only
when the system is not in use for DP operations.
The following training functions are available:
· Position Change
Allows the operator to specify a new position and simulate
vessel move operations by using the thrusters enabled for
dynamic positioning.
· Heading Change
Allows the operator to specify a new heading and simulate
the corresponding vessel rotation by using the thrusters
enabled for dynamic positioning.
· Simulated Vessel Mode
Enables the operator to select any operational mode.
· Thruster Operation
Allows the operator to specify the individual
thrusters/propellers to be used and to select the thruster
allocation mode.
· Environmental Conditions
Enables the operator to specify details of forecasted weather
conditions (current and wind) into the simulator and to
simulate the vessel’s response and behaviour.

DP Online Consequence Analysis

The DP Online Consequence Analysis function continuously
analyses the vessel’s ability to maintain its position after a
worst-case single failure. Possible consequences are based on the
actual weather conditions, enabled thrusters and power plant
status.
Typical worst-case single failures are:
· Failure in the most critical thruster
· Failure in one thruster group (if any)
· Failure in one power bus section.
If the consequence of the failure is loss of position, it is reported
to the operator via the Alarm System.
The failure situations analysed are in accordance with the
requirements for IMO Equipment Class 2 and 3 operations.

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DP Capability Analysis
The DP Capability Analysis predicts the maximum weather
conditions in which the vessel is able to continue its DP operations.
The most loaded thruster’s force requirement in the present
environmental condition is also calculated.
The following situations are always evaluated:
· Present condition with regards to thrusters and generators.
· Worst single failure (for IMO Equipment Classes 2 and 3).
In addition, the operator can also include in the analysis:
· Loss of one or more thruster units.
· Loss of one or more power generators (with loss of
connected thrusters).
· Loss of one or more switchboards (with loss of connected
thrusters).
The DP Capability analysis function is an online tool for prediction
of DP Capability while in Auto Position mode; however, offline
mode can also be selected. The starting point of an online analysis
is always the present environmental condition as specified by the
operator. In online mode, the forces experienced by the DP
controller, and forces that can be computed based on the specified
present environmental condition, are used to calibrate the
mathematical model of the DP Capability Analysis.
The results of the analysis are displayed graphically as capability
envelopes, one for each of the situations listed earlier. These
envelopes show the limiting one-minute mean wind speed for all
vessel headings. The operator can clearly see the present
operational margins with respect to the environmental conditions,
and the optimum heading to select for safe operations. The limiting
weather conditions for the different situations are also displayed as
numerical information.
Using an Electronic Bearing Line (EBL) the operator can read out
the limiting figures for any vessel heading.
The DP Capability Analysis also automatically computes the Most
Loaded Thruster’s force requirement in percent of the available
maximum force for all vessel headings in the analysis. This
functionality is not available in offline mode.

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Motion Prediction
The Motion Prediction function simulates the vessel’s motion
pattern as a function of time in a drift-off situation. It is an
additional facility in the DP Capability Analysis function and
shares the same failure configurations. The Motion Prediction
function allows the operator to investigate the drift-off under the
present and operator-specified weather conditions. The operator
can also select the initial position of the vessel and define several
drift-off boundaries.
The vessel´s drift-off trace Environmental conditions
(line of motion) with line marks (waves, current and wind)
and time tags used in the simulations

Initial vessel heading

The watch circles
defined by the operator

Time used to reach each

of the watch circles

The output of the simulation is a bird’s eye view of the vessel’s path
as a function of time, with time stamps, for each selected failure
configuration. The trace for each failure situation is shown
simultaneously on the motion-prediction plot together with the
drift-off boundaries defined by the operator. Additionally, the time
to reach each of the drift-off boundaries is shown numerically.
The trace can be checked more closely by means of a Variable
Watch Circle (VWC) which allows the operator to see how long it
takes to reach any distance from the starting point as well as the
vessel’s predicted heading.
By experimenting with the initial position, the operator can find the
optimal initial conditions for the operation.

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Chart Display
Charts may be displayed as background in the Posplot view if the
chart-server application is included in the delivery for the operator
station.
The chart presentation is according to the IHO S-52 standard.
Alternatively the presentation can be according to the C-Map
definition.
Chart data formats supported are IHO S-57 Edition 3 and C-Map
CM-93 Edition 3.
The Chart Display is intended for marine operations only and is not
to be used for navigation purposes.

Posplot view with chart displayed

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Posplot view control dialog box; chart and show pages

The maximum chart view is achieved when the operator deselects

presentation of wind and current.

The presentation of water depth depends on the safety depth

settings. The effects of these settings depend on the quality of the
chart data. If there is no depth data available, then the settings have
no effect. Divisions between charts (possibly of different quality)
are clearly indicated on the chart display.

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Data Logging System

Extensive data logging functions are available for the SDP systems
as a separate History Station with recording and reviewing
facilities.

Data logging serves a number of objectives, such as:

· Documentation of DP operations towards client (operational
specific data for a long period of time).
· DP performance evaluation and system optimisation
(operational and system-specific data for a specific time
period).
· Incident analyses (all data for a short period of time
synchronised with alarm/warning history and operator
actions).
· DP system fault investigation (all data for a short period of
time synchronised with alarm/warning history and operator
actions).
The History Station can service both a stand-alone DP system and
an Integrated Automation System.

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SDP Recorder
The Kongsberg SDP Recorder is a tool for recording and managing
SDP history data. The SDP Recorder can access all existing
information channels in the SDP system, and stores variables and
events to a History Database. Stored data are organised in
user-specified logging Sessions, defined according to a library of
Session Templates, which makes it easy to identify and work with
selected parts of large amounts of historic data.
The SDP Recorder offers the possibility to interactively start and
stop tailored Sessions, in order to satisfy all the needs of both
operations personnel and systems engineers. Selected parts can
easily be extracted from any Session, and exported for further
analysis on other computers.
Recording covers:
· SDP variables (measurements, control signals, internal
variables, etc.)
· Alarms, warnings and events
· Operator actions.

History Reviewer
The Kongsberg History Reviewer is a tool for reviewing history
data from both SVC/STC and SDP systems. The main use of the
History Reviewer is to allow the analysis of data and events related
to performance during specific operations and any abnormal
system states.
Data retrieval and display
· Access to time-series databases
· Access to event databases
· Time series and events can be synchronised and scrolled
together
· Bookmarks can be used for easy and quick time navigation
in trend and event views
Data presentation types
· Multiple curves (time-series) in a common axis system
· Tables of data
· Chronological tables of events.
Picture/view administration
· Several data presentation types (see preceding list) can be
included in one picture
· Layout of views can be saved for later use with new data sets.

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Search utilities
· Browsing in events and time-series
· Filtering by event attributes
· Reuse user-defined filter definitions.
The History Reviewer offers the user possibilities for in-depth
analysis of data from different sources which can easily be brought
together in one or several views. Events from the same period of
time can be displayed in tables within the same picture, and
synchronisation of all data and events is accomplished.

Online or offline data access

The History Reviewer application software can be used on a
separate computer connected to the Administrative network for
online data analysis. For offline use, the actual databases can be
exported.

Remote Diagnostics
Online support from Kongsberg is available through the Remote
Diagnostic Service, using secure communication facilities. The
service engineer at the Support Centre can view the same operator
station information as the operator on site. Log files and databases
can be transferred to the Support Centre for further analysis, and
updates may take place on the system on site with the restrictions
imposed by the operational guidelines and the classification
authorities.

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The SDP system is prepared for this Remote Diagnostic Service by

means of a communication software package installed in each
operator station.
Various alternatives for connection to telephone and satellite
communication systems are available.

Miscellaneous Functions
· Customised Controller Gain Selection
Enables the operator to perform customised setting of the
controller gain level, with individual gain settings for the
surge, sway and yaw axes.
· Draught Compensation
Automatic adjustment of the vessel’s mathematical model in
relation to the actual vessel draught, ensures accurate
positioning under various laden conditions. The vessel
draught can either be specified by the operator or measured
by a draught sensor. Depending on the type of vessel and the
operation, the following functions may be used:
- Operator Selectable, which enables the operator to
specify any draught condition within predefined
limits.
- Predefined Draught, which enables the operator to
select between preset draught conditions; for example,
transit and operational. This is normally used with
semi-submersible rigs.
- Draught Sensor, which continuously reads the vessel
draught from one or more sensors.
· Quick Model Update
During normal sea conditions, the update of the model
assumes that the direction and speed of the sea current and
waves are changing slowly. During some operations
(typically involving manoeuvring in channels, harbours,
rivers or around breakwaters, or in areas with loop current)
significant and rapid changes in current can occur. When
selected by the operator, the Quick Model Update function
prepares the system for sudden changes in the sea current by
adjusting the mathematical model accordingly and in this
way ensures more accurate positioning.

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INTERFACES

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Introduction
Several different types of interfaces are available for use with the
SDP system. These include:
· Position-reference system interfaces
· Sensor interfaces
· Thruster/propeller interfaces
· Power plant interfaces
· Other interfaces.
In addition to the interfaces listed in this section, other interfaces
can be supplied to suit specific requirements.
For interfacing details, refer to the SDP Interface Manual.

Position-Reference System Interfaces

A number of interfaces are available which take information from
position-reference systems such as HPR and Artemis, and input
this information to the SDP system.
Interfaces are available for the following position-reference
systems:

· HPR 408/410/418
· HiPAP 500/350
· Artemis Mk5
· Artemis Mk5, used with beacon
· Lightweight Taut Wire Mk14-300
· Lightweight Taut Wire Mk14-500
· Taut Wire Computer ATWC 400
· Gangway
· Fanbeam Mk4-1/Mk4-2
· GPS (NMEA-0183)
· DGPS (NMEA-0183)
· DPS 100/200/102/700
· DARPS 100/200
· Seapath 200/200RTK
· Seapos 100E

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Interfaces are also available for the following discontinued

position-reference systems:
· HPR 300/309
· HPR 400
· Artemis Mk3
· Artemis Mk3, short range (beacon)
· Artemis Mk4
· Artemis Mk4, used with beacon
· Lightweight Taut Wire Mk4
· Lightweight Taut Wire Mk6
· Lightweight Taut Wire Mk7
· Lightweight Taut Wire Mk8/300 (Mk8-15S)
· Lightweight Taut Wire Mk8/500 (Mk8-22)
· Lightweight Taut Wire Mk12-300
· Lightweight Taut Wire Mk12-500
· Deep-water Taut Wire Mk10
· Moon Pool Taut Wire Mk5
· Surface Taut Wire
· Fanbeam Mk3
· DPS 12
· DARPS 12
· Seapath 100
· KonMap Navigation Integrator
· SYLEDIS SR-3/STR-4
· Microfix

Sensor Interfaces
A number of interfaces are available which take information from
sensors such as wind sensors and gyro compasses, and input this
information to the SDP system. The number of sensor interfaces
required depends on the type of redundancy used in the SDP
system.
Interfaces are available for the following sensors:
· Gyrocompass
· Vertical Reference Sensor

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· MRU 2/H/5
· Wind
· Draught
· Doppler Log
· DGPS Speed
· Rate of Turn Sensor (NMEA-0183)
· Water Depth

Thruster/Propeller Interfaces
The thruster/propeller/rudder interfaces required depends on the
vessel’s propulsion system.
The following interfaces are supplied as part of the standard SDP
system:
· Thruster Ready
· Thruster Command (RPM or Pitch)
· Thruster Feedback (RPM or Pitch)
· Thruster Azimuth Command
· Thruster Azimuth Feedback
· Rudder Ready
· Rudder Azimuth Command
· Rudder Azimuth Feedback
The following interfaces are also available:
· Thruster Running
· Thruster RPM/Pitch Reduced (by external system)
· Clutch Status
· Thruster RPM (pitch controlled unit)
· Rudder in Zero
· Azimuth/Rudder Ready
Note that if the SDP is part of an integrated system, then the
information will be transferred to/from the Kongsberg Thruster
Control (STC) system via the dual Ethernet communication
network.

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Power Plant Interfaces

The power plant interfaces are necessary for power load
monitoring and blackout prevention.
The following is a list of typical interfaces:
· Bus-tie Breaker
· Generator Power
· Generator Ready
· Thruster Breaker
· Thruster Load Feedback (Current/Power)
· Diesel Engine Fuel Rack
Note that if the SDP is part of an integrated system, then the
information will be transferred from the Kongsberg Vessel Control
(SVC) system via the dual Ethernet communication network.

Other Interfaces
The following interfaces are also available:

· Waypoint List
· Waypoint to SDP
· Waypoint from SDP
· Riser Sensor ERA
· Platform Master Clock
· Alert Selector
· Mooring Hawser Tension
· Pipe Tension
· Cable Tension
· Plough Tension
· Water Monitor
· Dredge Arm Forces
· Dredge Arm Positions
· Gangway
· Line Tension
· Line Length
· Line Speed

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SPECIAL APPLICATIONS

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Introduction
In addition to the standard operational modes and functions,
various tailored functions are available to optimise vessel
operation for a wide range of applications and vessels.
The following applications are described in this section:
· Offshore loading
· Cable laying
· Pipe laying
· Trenching
· Dredging
· Drilling.
Kongsberg Maritime also supplies tailored functions for many
other special application areas.

Offshore Loading
When loading oil offshore, it is possible to reduce the
thruster/propeller force required to retain the vessel’s position
relative to the offshore loading buoy, by utilising the stabilising
effect of the environmental forces acting on the vessel’s hull. In
order to achieve this reduction, the vessel’s bow must always face
the environmental forces. The system therefore includes special
Weather Vaning operation modes which cause the vessel to always
point towards the environmental forces.
Weather Vaning causes the vessel to act like a weather vane. The
vessel is allowed to rotate with the wind, current and waves around
a fixed point called the terminal point. Neither the heading nor the
position of the vessel is fixed. The heading of the vessel is
controlled to point towards the terminal point, while the position
is controlled to follow a circle, called the setpoint circle, around
the terminal point. Weather Vaning is illustrated in the following
diagram.

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This kind of weather vaning requires a minimum sideways holding

force, and the available thruster capacity on the vessel is used for
maintaining the correct distance and heading towards the terminal
point.
The vessel’s position is not controlled in the athwartships
direction. The vessel’s motions are only damped.
The terminal point, the setpoint circle and the maximum and
minimum distances that the vessel may move from the terminal
point are defined by the operator. The distance from the terminal
point is monitored and an alarm is given if one of these limits is
exceeded.
Depending on the type of offshore loading operation, the following
functions may also be available:
· Terminal Point Selection
Displays a Terminal Point Definitions menu containing
fixed locations where the vessel can perform weather
vaning. Each definition consists of specific data for each
terminal point, such as coordinates, default setpoint radius
and alarm limits.
· Setpoint Circle Radius
Enables the operator to change the setpoint circle with
predefined maximum and minimum limits.
· Approach to Weather Vaning Location
Causes the vessel to perform weather vaning while
approaching the terminal point. This mode enables the
selection of a Setpoint Circle Radius from 1000 meters and
downwards to normal operational values.
The vessel’s position relative to the outer alarm limits will
not be monitored during the Approach to Weather Vaning
Location mode.
· “Drive-Off” Alert
The following critical alarms will result in a ”Drive-Off”
alert displayed as a dialog box on the screen:
- Large speed towards buoy
- Setpoint / feedback errors on the main propellers
- Position Dropout
- Abnormal surge force towards buoy
This is in addition to the normal audible and visible alarm
indications.

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· Hawser Tension Compensation

Provides optimum positioning performance. This function
automatically counteracts forces from the tensioning
arrangement by using the tension measurement as input to
the DP system’s mathematical model. Note that this function
requires an interface to the tension measurement system.
· Manual Bias
Reduces the vessel’s position deviation caused by the impact
of a series of high waves on the hull in rough weather.
Manual Bias allows the operator to use the joystick on the
DP console to adjust the thruster/propeller force, and thus
counteract the expected wave force. The function is only
available for some terminal point types (OLS, SAL, SPM,
FLT/FLP).
Depending on the loading concept, different types of Weather
Vaning operation modes will be used.

Single-Point Mooring (SPM)

This type of weather vaning is made around the boom-tip of a
mooring buoy. The boom-tip acts as the terminal point and the
position of the terminal point will vary since the boom can move.
The station-keeping may be performed with or without tension in
the mooring hawser. If the vessel has sufficient thruster capacity,
it is generally advisable to have zero tension in the mooring
hawser.
One or more buoy-relative position-reference systems are needed.

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Loading Buoy without Mooring (OLS)

This type of weather vaning is made around a fixed terminal point.
No mooring arrangement is used. One or more absolute
position-reference systems are needed.

Single Anchor Loading (SAL)

This type of weather vaning is made around a fixed terminal point
i.e. the anchor (moored buoy). The vessel is linked to the
buoy/anchor by a single mooring hawser. There is always tension
in the mooring system. One or more absolute position-reference
systems are needed.

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Floating Loading Tower/Platform

This type of weather vaning is made around the boom-tip of a
Floating Loading Tower/Platform (FLT/FLP). The boom-tip acts
as the terminal point and the position of the terminal point will
therefore vary. These variations will also be affected by the
mooring arrangement for the FLT/FLP. The station-keeping may
be performed with or without tension in the mooring hawser. If the
vessel has sufficient thruster capacity, it is generally advisable to
have zero tension in the mooring hawser.
The best performance is obtained if both the vessel’s position
relative to the FLT/FLP boom-tip and the vessel’s geographic
position are measured. The actual platform position of the
FLT/FLP will then be monitored against the nominal platform
position.

Tandem Loading
This type of weather vaning is made around the stern of a Floating
Storage Unit (FSU) or a Floating Production, Storage and
Offloading (FPSO) vessel. The stern of the FSU/FPSO acts as the
terminal point and the position of the terminal point will therefore
vary. The station-keeping may be performed with or without
tension in the mooring hawser. If the vessel has sufficient thruster
capacity, it is generally advisable to have zero tension in the
mooring hawser.
The best performance is obtained if both the vessel’s position
relative to the FSU/FPSO and its geographic position are measured
and communicated to the DP system. Alternatively only relative
position-reference systems may be used.

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During Tandem Loading the terminal point will move due to the
FSU/FPSO movement. Special Tandem Loading function may
also be incorporated to increase the safety during Tandem Loading.
In addition, reduced fuel consumption and reduced wear and tear
on the thrusters will be achieved.
Special Tandem Loading functions:
· Tandem position control to counteract the effects of
FSU/FPSO surge and fishtail movements.
· Tandem heading control to follow FSU/FPSO heading
changes.
These functions require a combination of absolute and relative
position-reference systems as well as access to/communication
with the gyro of the FSU/FPSO.

Submerged Turret Loading

For Submerged Turret Loading (STL) the weather vaning is
performed in three phases:
· Approaching the Submerged Turret. In this phase the DP
control system is in Approach to Weather Vaning Location
mode.
· Connecting (and Disconnecting) the Submerged Turret. In
this phase the DP control system is in Connect and
Disconnect mode.
· Loading while connected to the Submerged Turret. In this
phase the DP control system is in Loading mode.
In all phases the weather vaning is made around the turret.

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In the loading phase, the forces from the mooring arrangement are
taken into consideration. The operator can also use the Axis
Control and the Mean Offset functionality:
· Axis Control. Allows the operator to select automatic or
manual position control, or only vessel-motion damping, in
surge, sway and yaw axes. By selecting vessel-motion
damping alone, the vessel speed can be damped without
using thruster force to maintain position.
· Mean Offset. The vessel will be kept at the operator specified
mean distance from the base position using only surge thrust
in the positive direction. If automatic position control in the
surge axis is selected, the Mean Offset functionality is not
available. However, it can be combined with damping
control in the surge axis.
One or more absolute position-reference systems are needed. An
HPR system may be used to provide the position of the vessel
relative to the base position. The additional HPR transponder
located on the turret (STL buoy) allows the system to monitor the
position and depth of the turret while it is not connected
Submerged Turret Loading during the connecting phase is
illustrated in the following diagram:

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Cable Laying
Power and communication cables are transported on reels and are
laid either over the stern of the vessel as the vessel moves forward,
or over the side of the vessel as it moves sideways.

To ensure that the cables are not damaged as they are laid, various
tension systems are used. A tension system is designed to control
the tension between the cable that is already laid and the cable that
is waiting to be laid. The Cable Tension Monitoring and Cable
Tension Compensation functions, described here, have therefore
been designed especially for cable-laying operations.
Fully-automatic cable laying is performed in Auto Track
(low-speed) mode or Auto Track (high-speed) mode depending on
the preferred speed. The following functions, together with the
Auto Track mode for controlling the vessel’s movements, improve
safety and performance when laying cables:
· Cable Tension Monitoring
Monitors the tension in the cable and gives an alarm if the
tension is higher or lower than the specified maximum or
minimum tension limits. Note that this function requires an
interface to the tension measurement system.
· Cable Tension Compensation
This function automatically counteracts forces from the
tensioning arrangement by using the tension measurement as
input to the DP system’s mathematical model. Note that this
function requires an interface to the tension measurement
system.

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· Emergency Stop
If the cable tension is above selected limits, automatic stop
of the vessel along track can be activated to avoid further
increase of tension. A digital status signal from the cable
tensioner system can also be used to activate this function.
This functionality is available in Auto Track (low-speed) and
Auto Track (high-speed) modes. The stop function uses a
special velocity controller in Surge to retard the vessel from
any speed to “zero speed”. At “zero speed” the system will
use the normal Stop On Track.
· Touchdown Track Control
When controlling the vessel along a track, the distance from
the vessel to the cable touchdown point can be specified.
During a waypoint turn, the vessel track will be calculated so
that the cable touchdown point will be placed on the intended
track.
· Manual Forward Thrust
Enables the operator to give a manual demand in the surge
direction either from a lever/potentiometer, or using the
dedicated Alongships Control dialog. This Manual Forward
Thrust is an alternative to the computer-calculated or
joystick demand.
· Cable Lay Performance View
A dedicated performance view is available for Cable Laying
operations. The measured alongships forces from cable
tension, joystick demand and thruster forces are shown as
bar graphs in addition to the position, heading and cross track
information normally shown in the performance area.

Pipe Laying
When laying stiff pipes, the pipes are transported in sections and
are welded together during the pipe-laying operation. The sections
of the pipes are normally welded onboard the vessel when the
vessel is stationary. The vessel then moves forward a distance of
one pipe-length, and a welded section of the pipe is deployed via
a stinger over the stern of the vessel (S-lay operation), or lowered
from a tower (J-lay operation). During J-laying in very deep
waters, a constant speed move may often be performed.

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S-lay operation is illustrated in the following diagram:

When laying flexible pipes, the vessel can normally be moved with
a constant speed.
During the pipe-laying operations, the DP system controls the
vessel’s movements and the Pipe Tension Compensation function
(described here) compensates for the pipe tension to ensure the
best performance.
The pipe-laying functions (described here) cover pipe-laying
operations from shallow to deep waters using both S-lay and J-lay
methods.
Pipe-laying is performed in Auto Track (low-speed), Auto Track
(move-up) or Auto Position mode depending on the type of
operation.
In Auto Track (low-speed) and Auto Track (move-up) modes, the
vessel may be controlled either so that the vessel follows a defined
vessel track or so that the pipe is laid along a defined pipe track.
In Auto Position mode, no track has to be inserted into the DP
system.
· One Pipe-Length Ahead
Moves the vessel forward by a distance equal to one
pipe-length. The pipe-length is specified by the operator.
This functionality is available in Auto Position and Auto
Track (move-up) modes.
· Pipe Tension Monitoring
Monitors the tension in the pipe and gives an alarm if the
tension is higher or lower than the specified maximum or
minimum tension limits. Note that this function requires an
interface to the tension measurement system.

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· Pipe Tension Compensation

This function automatically counteracts forces from the
tensioning arrangement. The tension measurement is used as
input to the DP system’s mathematical model. Note that this
function requires an interface to the tension measurement
system.
· Emergency Stop
If the pipe tension is above selected limits, automatic stop of
the vessel along track can be activated to avoid further
increase of tension. A digital status signal from the tensioner
system can also be used to activate the function. This
functionality is available in Auto Track (low-speed) and Auto
Track (move-up) modes. The stop function uses a special
velocity controller in Surge to retard the vessel from any
speed to “zero speed”. At “zero speed” the system will use
the normal Stop On Track.
· Touchdown Track Control
When controlling the vessel along a track, the distance from
the vessel to the pipe touchdown point can be specified.
During a waypoint turn, the vessel track will be calculated so
that the pipe touchdown point will be located on the intended
track.
· Manual Forward Thrust
For continuous laying of flexible pipe, this function enables
the operator to give a manual demand in the surge direction
either from a lever/potentiometer, or using the dedicated
Alongships Control dialog. This Manual Forward Thrust is
an alternative to the computer-calculated or joystick
demand.

Trenching
Trenches may be dug prior to cable- or pipe-laying operations, and
are used to secure the pipe or cable after installation. Trenches are
dug by a self-driven trencher or by a vessel towing a plough.
When digging trenches, the DP system uses the Follow Target
mode to follow the trencher’s movements, whereas a special
version of the Auto Track (low-speed) mode is used to control the
vessel’s movements when using a plough to dig the trenches.

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During trenching operations, the Plough Tension Monitoring and

Plough Tension Compensation functions are used to ensure the
best performance.
· Plough Tension Monitoring
Monitors the tension in the plough and gives an alarm if the
tension is higher or lower than the specified maximum or
minimum tension limits. Note that this function requires an
interface to the tension measurement system.
· Plough Tension Compensation
This function automatically counteracts forces from the
tensioning arrangement. The tension measurement is used as
input to the DP system’s mathematical model. Note that this
function requires an interface to the tension measurement
system.
· Emergency Stop
If the plough winch tension is above selected limits,
automatic stop of the vessel along track can be activated to
avoid further increase of tension. A digital status signal from
the plough winch can also be used to activate the function.
This functionality is available in Auto Track (low-speed)
mode. The stop function uses a special velocity controller in
Surge to retard the vessel from any speed to “zero speed”. At
“zero speed” the system will use the normal Stop On Track.
· Plough Track Control
When controlling the vessel along a track, the distance from
the vessel to the plough can be specified. During a waypoint
turn, the vessel track will be calculated so the plough will be
positioned on the intended track.

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· Manual Forward Thrust

Enables the operator to give a manual demand in the surge
direction either from a lever/potentiometer, or using the
dedicated Alongships Control dialog. This Manual Forward
Thrust is an alternative to the computer-calculated or
joystick demand.

Dredging
The main function of dredgers is the removal and transport of
material from the seabed. Specific activities in this field include:
· maintenance dredging work in harbours and waterways
· construction or deepening of harbours, waterways
· extraction of precious metals, minerals, sand and gravel
· build-up of sites, replenishment of beaches, and building of
dams, dykes and artificial islands
· removal of polluted seabed
· digging of trenches for tunnels and pipelines
· land reclamation and improvement of infrastructure.

The DP system’s dredging functions measure the dredging forces

and suction-pipe position relative to the vessel, and automatically
compensate for these draghead forces. In addition, the DP system
handles failure in draghead force measurements and thereby
avoids uncontrolled vessel movement and damage to the
dragheads. If a permanent failure occurs in the sensors monitoring
the draghead’s position and tension, the operator can specify the
appropriate draghead data, thus enabling the dredging operation to
continue.

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 Special Applications

The DP system and the special dredging functions offer:

· Precise coverage of the dredging area by accurately
controlling the draghead position along a predefined track at
a predefined speed.
· Handling of rapid changes in the sea current. This is
especially important when dredging from a harbour through
breakwaters to the open sea.
· Accurate and reliable vessel position and speed control
which reduces the risk of damage to the dredging equipment
and simplifies the continuation of the dredging activity after
any interruptions in the operation.
The special dredging functions are as follows:
· Draghead Position Control
The Draghead Position Control function, in combination
with the Auto Track (low-speed) mode of operation,
automatically controls the vessel’s position and heading,
enabling the master draghead to follow a predefined track.
The operator can select one of the dragheads, its pipe inlet
point or no draghead (i.e. centre of gravity of the vessel) as
the master draghead.
The Auto Track (low-speed) mode controls the vessel’s
speed and optimum heading for keeping the vessel on track.
The determining factors here are wind, waves, current,
vessel speed and draghead forces.
The Posplot view with track information is extended to show
the position of the dragheads.
Note that this function requires an interface to the dredge
head position sensors.
· Suction-Pipe Ship-Side Limit
In order to avoid damage to the suction pipe or the vessel, the
shortest distance from the vessel to the suction-pipe gimbals,
suction pipe or the lifting wires can be measured. If the
distance is too short, an audible alarm is given, and the
automatic heading control loop will be forced to avoid
further decrease of the distance. When in Auto Track
(low-speed) mode, this restriction of the heading can lead to
drift off from the preplanned track.

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· Vessel Speed Control

When the draghead is on the seabed, it is of vital importance
that the draghead does not move backwards.
When enabled, this function prevents the forward speed of
the dragheads from becoming too low. This requirement
overrides any requirement for track keeping or required
speed.
· Draghead Force Compensation
The Draghead Force Compensation function enables
automatic compensation of the draghead forces acting on the
vessel. One or two dragheads may be used, and the resistance
from each draghead will vary depending on the seabed
substance, the trail speed and the deflection angle of the
suction pipes and dragheads.
The dredging force from each draghead must be accurately
measured. The thrusters directly compensate for the forces
and moments from the dragheads. Draghead forces will also
be used to update the mathematical model.
The system is also able to handle draghead-force
measurement failure or total loss of measurements. This
function is important in order to prevent the dragheads from
moving backwards. The system design enables operation,
even with the permanent loss of dredging force
measurements, by using fixed, specified tensions on the
suction pipes.
Note that this function requires an interface to the dredge
force sensors.

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Drilling
The Riser Angle Monitoring (RAM) function allows optimal
vessel positioning during drilling operations.

The following functions are provided:

· Monitoring of Flexjoint Sensors
Monitoring of the lower flexjoint angle against defined
limits.
· Monitoring of Tensioner-Stroke Sensors
Monitoring of the tensioner-stroke sensor values against
upper and lower limits.
· Zero-Angle-Position Advisory Function
The lower flexjoint angle should be kept to a minimum to
reduce mechanical wear. The Zero-Angle-Position Advisory
Function uses the riser angle measurements to calculate the
vessel position advice that will bring the lower flexjoint
angle to zero. The Zero-Angle-Position Advisory Function
gives a zero-angle-position for each lower flexjoint angle
sensor, and also a zero-angle-position for the composite
angle.

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· Hold Flexjoint Angle Function

The Hold Flexjoint Angle Function (HFA) is a submode of

Auto Position mode and takes an active part in the
positioning of the vessel. In this submode, the system will try
to position the vessel to maintain the lower flexjoint angle as
it was when the submode was entered. Based on measured
riser angles and estimated static riser angle response to
vessel movements, the function will continuously adjust the
required position to maintain the lower flexjoint angle.

· Emergency Joystick Advisory Function

In Auto Position mode (during position dropout) and in

Joystick mode, the Emergency Joystick Advisory Function
provides, on the relative Posplot view, a graphical indication
of the direction in which manual thrust must be applied in
order to move the vessel towards the optimum position
calculated by the Zero-Angle-Position Advisory Function.

· Illegal Heading Sector Limits

Enables the operator to specify an illegal heading sector for

riser configurations which do not permit a full 360_ rotation
about the drilling axis. If the vessel’s heading enters this
sector, an alarm message is issued. An instruction to turn
either to port or to starboard is included in the message,
depending on the direction from which the heading entered
the illegal sector. When these limits are enabled, the illegal
heading sector is also displayed on the Posplot view.

· Posplot View Extension

Enables the operator to make some drilling features visible

on the Posplot view. This includes the BOP position at the
manually-configured BOP position coordinates, the
calculated zero-angle-positions for each individual riser
inclinometer and the zero-angle-position for the composite
angle. The hold flexjoint angle symbol and the illegal
heading sector are also shown.

· Riser View

The Riser view shows graphical and numerical information

about the riser and BOP inclinations, the riser angles and the
riser angle limits. The tensioner-stroke sensor values are
shown numerically and as bar graphs.

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Posplot view extension

Riser view

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· Driller View
The Driller view combines information (both numerical and
graphical) from both the Posplot view and the Riser view.
The vessel, setpoint, wind, current and BOP symbols are
presented exactly as on the Posplot view. The operator can,
however, also select BOP as the plot centrepoint (in addition
to vessel and setpoint). The riser angle symbols, angle limits
and radial grid are included from the Riser view.

Riser Management System (RMS)

In addition to the drilling functionality of the SDP system,
Kongsberg Maritime can supply a Riser Management System
(RMS). The RMS is an advisory and monitoring system for
optimum handling of the drilling riser, and is integrated with the
vessel’s SDP system. The RMS will give efficient assistance in all
phases of the drilling operation from planning of riser make-up
through drilling in varying environmental conditions, including
safe and smooth disconnection from the well. The system may
keep track of where and when the different riser joints are used, as
required for maintenance planning. A powerful and easy-to-use
riser simulator may be included in the system, ensuring
well-planned riser deployment.

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For the drilling crew, the RMS provides a number of monitoring

functions including flexjoint angles, top tension and tension
distribution along the riser, as well as telescopic joint stroke,
tensioner stroke and connector loads.
The RMS is based on a mathematical riser model including riser
characteristics such as geometry, weight and buoyancy
distribution, top tension, mud weight, hydrodynamic properties
and structural strength data. The riser model will be tailored for
each well with respect to actual water depth and the deployment
sequence of various riser joint types. In order to facilitate the
generation of the riser model, all necessary data for each riser joint
type will be stored in the system at the delivery of the RMS. During
program start-up, the operator can select to read the riser model and
other set-up data from a data file.
The RMS operator station is similar to the SDP-OS and includes
a colour screen for monitoring and operation of the system. The
operator panel includes a keypad for numeric input of data and a
trackball to control the screen cursor.
In the case of a drift-off situation, the emergency disconnect
sequence will have to be initiated. The Time-to-Go function
continuously updates estimates of the available time until
emergency disconnect has to be activated.
The Time-to-Go function predicts the available time for the
operator to initiate the emergency disconnect sequence in the case
of drift-off caused by a power blackout or a worst single failure
event. The DP system identifies the worst single failure in
accordance with IMO Classes 2 and 3.
The RMS also provides an optimum vessel position advisor. The
position of the vessel relative to the well location is of importance
for the flexjoint angles and the connector loads during normal
drilling operations. The optimum position advice for the vessel is
considered to be the position giving equal utilisation of the
permissible upper and lower flexjoint angles.
The optimum position will change with variations in sea current or
riser tension setting. Measurement of the sea current profile is not
necessary. The effect of the current is implicitly taken care of in the
mathematical model of the riser. The RMS reposition advice is
clearly indicated on the screen together with the two “safe circles”
(watch circles), one for the top angle and one for the bottom angle.
The rotary table should be located inside both.
Further information about the RMS can be found in the RMS
Product Description.

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RMS Information on SDP-OS

The SDP operator station’s Posplot view will include the RMS
repositioning advice and the watch circles. Any consequent
actions to reposition the vessel by means of the SDP can then be
implemented by applying the DP functions for position and
heading change.
There is also an RMS summary view, which presents an overview
of the most essential RMS information: flexjoint angles, telescopic
joint stroke, top tension, reposition advice and Time-to-Go
estimates. The graphical presentation also shows the alarm and
warning limits set in the RMS when monitoring these parameters.
In the following illustration, the RMS Summary view is selected
for presentation in combination with the Posplot view on the SDP
operator station.

The RMS-OS provides a visual indication of warning and alarm

conditions detected by its monitoring functions (no audible alarm).
Warning and alarm events are transmitted from the RMS to the
SDP and reported through the SDP Alarm System. This includes
Audible and Visual Indications together with Message Printout.

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