K-Chief 600 product description

Product Description

Kongsberg K-Chief 600

Marine Automation System

Kongsberg K-Chief 600Marine Automation System

Product Description

338861/DNovember 2011 © Kongsberg Maritime AS

Document history

Document number: 338861

Rev. D November 2011Added information on storage of history data (in DesignPrinciples chapter). Additional minor updates of text andillustrations also included.

NoteThe information contained in this document remains the sole property of Kongsberg Maritime AS. Nopart of this document may be copied or reproduced in any form or by any means, and the informationcontained within it is not to be communicated to a third party, without the prior written consent ofKongsberg Maritime AS.

Kongsberg Maritime AS endeavours to ensure that all information in this document is correct and fairlystated, but does not accept liability for any errors or omissions.

Kongsberg Maritime ASwww.kongsberg.com

Product Description

Table of contents

SYSTEM OVERVIEW .......................................................... 5Experience ................................................................................................................5The automation concept ...........................................................................................6Common technology ................................................................................................6Safety and reliability ................................................................................................7Cost optimisation......................................................................................................7Installation and commissioning................................................................................7Operation and maintenance ......................................................................................8Refit and retrofit solutions ........................................................................................9VESSEL TYPES................................................................. 10For most ship types and applications .....................................................................10Tankers ...................................................................................................................10Bulk carriers ...........................................................................................................11Container ships .......................................................................................................12Ferries (RoPax and RoRo) .....................................................................................13Offshore support vessels.........................................................................................14PRODUCT APPLICATIONS ............................................... 15Alarm and monitoring ............................................................................................15Auxiliary control ....................................................................................................16Power management ................................................................................................18Ballast control.........................................................................................................20K-Gauge tank management ....................................................................................21Machinery instrumentation for engine protection ..................................................23Vessel Performance System....................................................................................27AutoChief®C20 propulsion control .......................................................................29Thruster control ......................................................................................................30K-Chief 600 Ship@Web.........................................................................................30DESIGN PRINCIPLES ...................................................... 33System architecture ................................................................................................33System functionality...............................................................................................34Network ..................................................................................................................36Power......................................................................................................................36Main building blocks..............................................................................................37USER INTERFACE ............................................................ 42Screen layout ..........................................................................................................42Top bar....................................................................................................................43Alarm side bar ........................................................................................................44

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View area ................................................................................................................45Navigation line .......................................................................................................48Operator dialogues .................................................................................................49ENVIRONMENTAL REQUIREMENTS.................................. 50

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System overview

System overview

ExperienceKongsberg installed its first computerized marine automation system back in 1970.Since then we have accumulated four decades of experience in manufacturing, installingcommissioning and servicing systems all over the world. The K-Chief 600 marineautomation system is designed to meet the challenging demands of shipyards and shipowners.

The K-Chief 600 complies with the requirements of IMO, local maritime authorities,IACS and all major classification societies. It is designed to meet the classificationsocieties’ requirements for periodically unmanned engine room operation. The K-Chief600 is also developed to strict military quality standards.

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The automation conceptThe K-Chief 600 is based on Kongsberg’s system technology, where each shipconfiguration is built up using standard modules, communicating through dual redundantprocess buses and networks. The main purpose of the system is to give ship’s officers allthe basic alarms and status information they require in order to maintain safe and efficientoperation of the machinery, cargo system with auxiliaries and other relevant equipment.The K-Chief 600 offers cost effective solutions that can be tailored to individualrequirements. Modular design allows flexibility in configuration of the system toindividual requirements, covering the whole range from low complexity alarm andmonitoring systems to highly integrated control systems.

Common technologyThe use of common technology in the Kongsberg portfolio has allowed us to developmodular products. The benefits of modularity are passed on to our customers through:• Identical basic software platform in the K-Chief 600 and the AutoChief®C20 systems• Free flow of information between the K-range systems (K-Pos, K-Thrust, K-Bridge,

K-Gauge)• Well-proven solutions that focus on the complete vessel operation• Operational consistency• Reduced spare part and training requirements

The Ship@Web information management system may be integrated to K-Chief 600 viathe administrative network, allowing for user defined trend displays and tailored reports.Integrating all the functions for monitoring and control of a vessel provides a real benefitboth technically and economically. Functions can be integrated in order to reduce theoverall need for hardware and software functions and to reduce interface requirements.

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System overview

Safety and reliabilityThe K-Chief 600 is designed to meet the most stringent safety and reliabilityrequirements. It supports redundancy at all levels including communication, processcontrollers, serial lines and power supplies.

The built-in self-diagnostic facilities monitor the entire control system and includeextensive monitoring of field circuits.

Both the hardware and the software have been type approved by major classificationsocieties.

Cost optimisationThe K-Chief 600 concept allows significant reductions in cost and time for installationscompared with traditional solutions. These savings result from:• Extensive cabling reductions• Reduced man-hours for engineering, installation, commissioning and documentation• Reduced vessel building time• Improved quality of testing of control system

Installation and commissioningThe K-Chief 600 is designed to accept both a “grounded” or a “floating” earthinstallation. The latter installation method is required by SOLAS Regulation 45 forsome vessels types. Floating earth allows coexistence with other systems and groundleakage detection.

Each individual moduleis connected and testedimmediately after installation.Each process is also testedindependently of the totalsystem.

Distributed Processing Units(DPU) are installed closeto sensors and actuators inexisting switchboards, valvecabinets or pump starters toreduce cabling cost.

Distributed Processing Unitscan also be mounted directly on engines without shock absorbers (4g according to IACSE10).

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Configuration control of the K-Chief 600 systems is taken care of by an automaticversion update at any change of the engineering database or the application software.The system logs all changes made.

On-site commissioning tools allow system adjustments and generation of as-builtdocumentation of modifications and extensions.

Operation and maintenanceThe K-Chief 600 operator interface consists of a standard monitor and dedicated operatorpanels, one standard and one (or more) optional. The standard panel contains a trackball,numeric pad, buttons for alarm handling and command transfer. A touch screen basedpanel (TCP) may be delivered as an option. This panel presents buttons for selection ofavailable functional displays, process mimics and alarm group selection on the touchscreen operator panel.

All data displayed at any Operator Station is always up-to-date, and the data trafficon the process bus and local area network is kept to a minimum, giving an extremelyfast data access.

Custom made process views contain easy-to-read information about the engine andsurrounding equipment. Control of different process plants and machinery is donedirectly from any Operator Station. Full monitoring and alarm facilities are provided inboth the machinery space and in the control rooms.

The Distributed ProcessingUnits have been designedfor immunity against singlefailures. Each DistributedProcessing Unit has an internalthree-way galvanic isolationbetween power, communicationand input/output channels.

If a unit fails, this will notaffect the power source,communication bus or damagethe sensors. The Built InSystem Test (BIST) will detect

the error and warn the operator. Failures to the process bus, cabling or connected sensorswill also be detected.

Exchange of a faulty Distributed Processing Unit can be done without turning thepower off the K-Chief 600. The procedure is simply to disconnect and remove thefaulty unit, and then mount and reconnect a replacement. The operator then requests thesystem to replace the module, software is automatically down-loaded and the DistributedProcessing Unit starts operating.

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System overview

Refit and retrofit solutionsThe modular design of our K-Chief 600 system combined with effective on-sitecommissioning tools, makes it a logical choice when replacing your machineryautomation and/or power management system. K-Chief 600 also prepares for futureupgrades without high investment costs.

We have extensive experience replacing our previous generations of in-house automationsystems, as the DC2000 and the DataChief C20. We have also replaced a number ofother vendors' equipment, such as ABB, AEG, Alsthom, Honeywell, Lips, Lyngsø,Malling, Mitsui, Navtronics, SAAB, Siemens, Terasaki, Sultzer, Ulstein, Valmarineand Woodward.

To make sure all refit installations are a success we follow a procedure consistingof four steps:1 Site survey: Our specialist carry out a site survey and prepare a site report. The

report includes a suggested system layout, a detailed project milestone plan and acost analysis. This site report forms the basis for a delivery contract.

2 Engineering: The system is carefully tailored to meet customer requirements and isoutlined in a design document for final customer approval.

3 Installation: The system is installed when the ship is in service or during docking,either by our own team of technicians or the customers own staff under supervisionof our engineer.

4 Commissioning and training: A team of experienced commissioning engineersmake sure the system is properly set to work. These engineers also take care of allneeded on-board crew training.

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Vessel types

For most ship types and applicationsThe K-Chief 600 marine automation system is primarily a stand-alone system that coversall important functions on-board a vessel. The system is configurable for most standardship types, including tankers, container ships, cargo, bulk, ferries, fishing and coastalvessels and other special purpose vessels. As the K-Chief 600 system architecture has amodular design, this allows us to meet individual ship owner’s requirements.

TankersTankers can range in size of capacityfrom several hundred tons, whichincludes vessels for servicing smallharbours and coastal settlements, toseveral hundred thousand tons, forlong-range haulage.

Thousands of tankers cross the oceansevery day. As any accident representsa critical challenge, accurate andtrustworthy systems are an inherentnecessity. The simplicity and flexibilityof K-Chief 600 contributes to safeoperation of these vessels.

K-Chief 600 product applications included in a typical tanker delivery are:• Alarm and monitoring• Tank management

– K-Gauge cargo monitoring– Ballast control– Loading computer

• Ballast and service tanks valve and pump control• Power management

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Vessel types

– Auxiliary Engine control– Switchboard control

• Vessel performance• Propulsion control• Thruster control

Bulk carriersBulk carrier shipping represents a widevariety of vessels by designation andsize. It transports nearly any kind ofbulk cargo, such as grains, coal, ore andcement.The complexity of the automationsystem varies. K-Chief 600 can be sizedfrom 16 to 20.000 signals, making itsuitable for any type of bulk carrier.

K-Chief 600 product applications included in a typical bulk carrier delivery are:• Alarm and monitoring• Ballast and service tanks valve and pump control• Control of air compressors and automated unloading systems• Power management

– Auxiliary Engine control– Switchboard control

• Ballast control

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• Cargo control– Water ingress detection system

• Propulsion control

Container shipsContainer ships form a common meansof commercial intermodal freighttransport. Modern container shipscan carry up to 15,000 twenty-footequivalent units (TEU) with a singlemain engine of almost 100.000 HP.

These vessels are fast ships designedto perfection in terms of safety andperformance. The open standards anddistributed architecture of K-Chief 600matches these requirements.

K-Chief 600 product applications included in a typical container ship delivery are:

• Alarm and monitoring• Ballast and service tanks valve and pump control• Fan control in cargo holds• Power management

– Switchboard control– Shaft generator control– Waste heat recovery system

• Ballast control• Reefer monitoring• HVAC automation• Vessel performance• Propulsion control• Thruster control

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Vessel types

Ferries (RoPax and RoRo)Passenger ships and car/passenger ships(RoPax) have a very high demand toregularity, performance and passengersafety. The flexibility and the high levelof integration and redundancy of theK-Chief 600 system fulfil these needs.The system design will also provide forSafe Return to Port in accordance withSOLAS regulations.With capacity up to 5.000 passengercars and trucks, the Ro-Ro vessels areconstructed to be highly efficient, safe

and fast in operation. The dimension of distributed processing introduced by the K-Chief600 makes our system the obvious choice for this vessel type.K-Chief 600 product applications included in a typical ferry delivery are:• Alarm and monitoring• Ballast and service tanks valve and pump control• Control of ventilation, fans, car decks, hatches and doors• Power management

– Switchboard control• Ballast control

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• Cargo control• HVAC automation• Vessel performance• Propulsion control• Thruster control

Offshore support vesselsThe unique combination of navigation,manoeuvring, dynamic positioning andautomation opens a new dimensionin vessel operation. We providestand-alone and integrated solutions thatare tailored to offshore support vessels,for retrofit and new building projects.

Both products and integrated solutionsare designed to meet individualvessel requirements, with dedicatedfunctionalities that will further theoperational efficiency.

K-Chief 600 product applications included in a typical OSV delivery are:• Alarm and monitoring• Auxiliary control• Power management

– Blackout prevention• Ballast control• Cargo control• Propulsion control• Thruster control• Interface to Dynamic Positioning• Interface to Anchor handling

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Product applications


Alarm and monitoringFunctionality

The alarm and monitoring system is the basic functionality of the K-Chief 600 marineautomation system. The main purpose of the system is to give ship's officers all the basicalarm and status information they require to maintain safe and efficient operation of themachinery and other related equipment.

Some of the alarms are conditional and will be blocked when a specified condition ispresent. For instance, when the main engine is stopped, the lubrication oil pressure fallsand should normally have triggered an alarm condition. Since this is quite normal, thisalarm is blocked. This function is started by defining a signal as an inhibit signal for aspecified alarm or a specified group of alarms. An adjustable time delay for each signalis available to extend the blocking situation.

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Available optionsThe system can be delivered as alarm and monitoring system only, or can be extendedto include a power management system, auxiliary control systems and a variety ofother functions such as ballast automation, air conditioning control, reefer monitoringand fire system.

Alarm and monitoring system benefits• Alarm detection with visual and acoustic alarm indication• Alarm groups, active alarms and alarm history• Alarm extension system for bridge and cabins for unmanned machinery space

operation• Exhaust Gas temperature monitoring• Inhibit of alarms (alarm block)• Colour graphic presentation• Logging of alarms and events to disk and printer• Running hours and counters• Logs (event log, noon log, and others)• Ship and system information• History logging and trend monitoring• Custom views of selected points• Performance monitoring• Personal alarm system• Reporting to disk, printer and USB removable drives

Alarm and logging functionsAlarms and other information is presented either as lists or graphic displays on theoperator stations or local operator stations. To record alarms and events, a number ofdifferent logging options are available. Standard logs include complete log, group log,active alarms log, alarm history log and so on.It is possible to acknowledge alarms while a process window, alarm group or activealarms view is displayed. Alarm acknowledgement for separate or group alarmsdisplayed on the screen is done through a single push of the same button.

Auxiliary controlA large variety of processesThe auxiliary control system is an integral part of the K-Chief 600 marine automationsystem. A large variety of processes can be controlled.

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Control is done using Distributed Processing Units. Operator interaction is done throughinteractive colour graphic pictures on the Operator Stations, or from local operatorstations (when provided).All data acquisition, signal conditioning, signal scaling and process control is performedby each individual Distributed Processing Unit. This solution guarantees that localoperation is available even if the Operator Stations are not functioning.

Auxiliary control system benefits• Pump control including stand-by start• Valve control• PID controllers• Compressor control• Purifier control• Boiler control• Heeling control• Sequential start/stop• Restart sequence after black-out• Flexible graphic PLC editor

Application areas• Lubrication oil systems• Sea water cooling system• Fresh water cooling system

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• Potable and fresh water control• Compressed air control• Bilge control• Fuel oil system• Cooling systems• Steam system• Purifier plant• Air Conditioning (HVAC)Process data from the auxiliary control system is presented as colour graphic informationon the Operator Stations.

Power managementA complete switchboard and generator control systemThe marine Power Management System (PMS) is a complete switchboard and generatorcontrol system. The main purpose of the PMS is to control the power generationand distribution on-board a ship or a rig. It includes functions necessary for safeand economic operation of the power plant. The PMS is designed according to classrequirements. It handles manual remote and auto control of various configurations ofgenerators driven by diesel engines, steam turbine and main engine in combinationwith switchboards of various complexities.

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Integrated marine power management systemWhen the PMS is integrated as a part of the K-Chief 600 marine automation system,the operator interaction performed using interactive colour graphic pictures on theK-Chief 600 Operator Stations. It is also possible to operate the PMS from local operatorstations (when provided).

Main PMS functionsThe following main PMS functions are available:• Overall control of a single or multiple switchboard• Remote start/stop of auxiliary engines, both in Auto and semi-Auto operating mode• Remote and automatic control of generator breakers; connect, unload and disconnect,

as well as synchronizing• Remote and automatic control of bus tie breakers; synchronizing, connect and

disconnect• Frequency and load control (increase/decrease) of generators in Auto mode• Symmetric and asymmetric load sharing between generators in Auto mode• Stand-by selection of generators in Auto mode• Load dependent start and stop of stand-by generators• Automatic stop after cooling down time of Diesel Generators (DG)• Change-over function from a faulty DG to a stand-by DG by change-over alarms• Automatic start and connect after black-out• Control of heavy consumers based on available power, start request, start granted

and, if necessary, start of standby DG• Load shedding/non essential consumer trip• Shaft generator monitoring and control• Control of diesel electric propulsion• Control of Power Take-In (PTI) operations• Calculation of generator values (kW, kVA, kVAr, cosφ)

Automatic modesThe PMS can be designed to include automatic modes. This means that the PMS canchange between pre-defined typical Main Switchboard (MSB) configurations by aone-touch operator selection. The PMS can be set up with a maximum of five automaticmodes.

Generator protection systemAll marine generators have to be protected according to the rules of the classificationsocieties. The PMS also comprises generator protection functionality, as the following:• Short-circuit protection• Over-current protection• Over-voltage protection

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• Under-voltage protection• Reverse power protection• Over-frequency protection• Under-frequency protection• Overload protection• Reactive power import/export protection• Differential current protection (for generators > 1500 kVA)

Ballast controlRemote monitoring and operationThe ballast control system is an integral part of the K-Chief 600 marine automationsystem, and provides remote monitoring and operation of ballast tanks, pumps andvalves from the bridge, engine or cargo control room. It provides complete monitoring,alarm and control facilities for the ballast tanks, pumps and valves.

Control is performed by the Distributed Processing Units. Operator interaction is donethrough the interactive colour graphic pictures on the Operator Stations.

Ballast control system benefits• Level gauging• Control of cargo pumps• Valve control

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• Ballast control• Heeling control• Remote monitoring of temperature, pressure, flow counter etc.• Automatic ballasting functions, such as de-ballasting, water ballast exchange, water

ballast treatment etc.

K-Gauge tank managementK-Gauge for operational excellence

The K-Gauge tank management enables monitoring and control of cargo and ballasthandling operations. The centre piece of the K-Gauge is the GL-300 radar tank gauge –the latest development in radar based level gauging technology. The small and uniqueparabolic antenna design makes GL-300 very versatile and suitable for most tank types.The GL-300 and the purpose designed temperature sensors and pressure transmitterscomprise the foundation for accurate and reliable readings – quality instrumentationsuitable for quality and reliable operations.

Key features

The K-Gauge system is a module in Kongsberg’s integrated automation and controlsystems. Modular design allows flexibility in configuration of the cargo monitoring andcontrol system to individual requirements, covering the whole range of tank monitoringand tank control, both as an integrated and as a stand-alone system.

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The K-Gauge tank gauging system is primarily intended to measure the ullage/level intanks on-board vessels, both for offshore and marine applications. The standard versioncan measure on any liquefied cargoes up to a distance of 50 metres. The measurementscan be made under extreme environmental conditions with respect to temperature,pressure and humidity.

Customer benefits• Takes full advantage of the latest microwave technology• Applicable for all liquid cargoes• A variety of radar tank gauges available• Highly reliable and accurate• Control of cargo and ballast pumps• Control of cargo and ballast valves• Temperature monitoring in cargo plant• Pressure monitoring in cargo plant• Certified as CTS for gas carriers

Typical applications• Cargo tank level monitoring• Cargo tank pressure monitoring• Cargo tank temperature monitoring• Ballast tank level monitoring• Service tank level monitoring• Draft, trim and list monitoring• Line pressure and temperature monitoring

Accuracy and reliability

The high frequency (24 GHz) and the antenna design gives a narrow half power beamwidth of ±3°, making it easier to install radar tank gauges on narrow tanks (e.g. sloptanks). The high signal to noise ratio performance of the radar signal processing, ensuresaccurate and reliable readings with high repeatability. Due to the antenna design neitherdeposit nor condensation will have any effect on the performance.

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Machinery instrumentation for engineprotectionUnique engine protection

Engine monitoring systems consist of bearing monitoring components covering bearingwear, water in oil, temperature of all bearings and additional measuring points, suchas cylinder liner, exhaust gas temperature and torque measurements. Software andsystem components are common with the K-Chief 600 marine automation system,allowing integration and joined support. Data transfer via CAN bus is the base for easycommunication with other Kongsberg systems.

Available engine monitoring systems are:• Bearing Wear Condition Monitoring system• SENTRY® Wireless Temperature Monitoring system• Main Bearing temperature sensors• Cylinder Liner Monitoring system• Scuffing monitoring and alarm• Scuffing control• Water In Oil Detection system• MetaPower® Torque Monitoring system

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Bearing Wear Condition Monitoring system

The Bearing Wear Condition Monitoring system measures and displays the combinedphysical wear of crosshead-, crank- and main bearings. In addition to providing earlybearing seizure warnings if problems occur during engine operation, the system will alsolog data continuously and can on demand generate a report showing the wear status ofthe bearings. This report is used towards classification societies to be granted avoidanceof othervise required periodic open-up inspections of the bearings.

The Bearing Wear sensors are specifically designed to provide reliable and accuratemeasurements over years of operation inside the engine. Two sensors are mounted ineach cylinder compartment, measuring every time the crosshead passes bottom deadcentre. These sensors perform individual compensations for engine speed and enginecrank case temperature. The signal processing algorithms in the system are compensatingfor engine deflections caused by vessel manoeuvring and changes in cargo loading.

Main benefits are:• Significantly reduced risk of unforeseeable repair costs• Open-up inspections can be avoided• Unique long-term measuring accuracy• Compact and simple installation and cabling on the engine, easy to refit• Stand-alone or fully integrated with the alarm monitoring system

SENTRY® Wireless Temperature Monitoring system

The SENTRY® system is capable of continuously measuring the metal temperature ofbearings during engine operation.

Each sensor is individually interrogated from a multiplexed signal processing unit using ahigh frequency and low energy radar pulse. The radar pulse is transmitted to the wirelesssensor via a coaxial cable to a stationary antenna positioned inside the crank case.

Within the interrogation range of the stationary antenna, the sensor responds to the radarpulse by reflecting a pulse pattern back to the signal processing unit. The characteristicsof the reflected pulse is uniquely defined by the temperature.

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Main benefits are:• Significantly reduced risk of unforeseeable repair costs• Improved operational safety for crew and vessel• Type approved to replace oil mist detectors• Compact and simple installation• Stand-alone or fully integrated with the alarm monitoring system

Main Bearing Temperature sensors

Our custom designed Main Bearing temperature sensors can be fitted into any type oftwo-stroke diesel engines. The sensors are mounted on the main bearing girder withthe tip of the sensor in direct contact with the bearing shell. The sensor measures thecombined temperatures of the bearing shell and of the lubrication oil that flows from thebearing.

Cylinder Liner Temperature Monitoring system

The Cylinder Liner Temperature Monitoring system monitors the piston runningperformance by measuring the temperature of the upper part of the cylinder liners.Increased friction between the piston rings and the cylinder liner creates an elevatedtemperature level leading to abnormal liner wear and potential piston ring breakage.

Temperature alarm limits can be individually set on the PC work station to give earlywarning about high thermal load and potential cylinder liner scuffing. Additionally,individual relay output alarms can be provided directly to the cylinder lubrication unitsin order to temporarily increase the cylinder lubrication.

The Cylinder Liner Temperature Monitoring system consists of high quality temperaturesensors, distributed field-bus signal converters, DPUs and one common PC work station.

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Main benefits are:• Early detection of cylinder liner scuffing• Fast and reliable response• Compact and simple installation• Stand-alone or fully integrated with the alarm monitoring system

Scuffing Detection

Additional logarithms in the Kongsberg software provide detection of cylinder linerscuffing. Scuffing occurs at sub-alarm level temperatures and is recognized byfluctuation temperature readings. When scuffing is detected, an alarm is given for therelated cylinder.

Scuffing Control

When scuffing is detected, an alarm is given for the related cylinder. An output isthen sent to the cylinder lubrication system that will increase the amount of cylinderlubrication oil to normalize the condition of the given liner. This function is onlyavailable in combination with the MAN Diesel Alpha Lubricator®.

Water In Oil sensor

The quality of the lubrication oil is critical. Only a small content of water reduces theoil's ability to lubricate the bearings. When the water content is high enough for thewater to segregate from the oil, a rapid corrosive process of the bearings will occur. Thelife time of a tin/aluminium bearing may be reduced to only a few hours. This measuringpoint has become standard on all new MAN Diesel engines.

MetaPower® Shaft Torque Meter

The Metapower® Shaft Torque Meter has the function of measuring the twist of arotating shaft (connecting the main engine and propeller) and the shaft’s RPM value.These measurements are used to calculate the torque and the corresponding powertransferred from the main engine to the propeller through the shaft(s).

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This system can be applied on both FPP and CPP propeller systems, driven by any kindof propulsion machinery, with or without a gear system. The system can be delivered asstand alone or as an integrated part of Kongsberg's K-Chief or AutoChief®C20 systems.

Metapower® offers high accuracy and good long term stability.

Vessel Performance SystemEconomical and ecological benefits

In order to optimize the total energy consumption of the ship, the Kongsberg VesselPerformance System addresses specific areas for improvement, such as engineoptimization, speed profile, optimal trim, draft and heading – thereby also reducingoperating costs. The system has been installed and proven successful on various typesof ships. The system provides a set of tools that enable ship operators to manage theirvessels in a more economical and environmentally beneficial way, all in compliancewith the present safety regulations.

The Vessel Performance System can be delivered as an integrated part of the K-Chief600 automation system, or as a stand-alone system, with independent operator stations.Input from third party components is received using standard NMEA protocols. Thesystem offers a user-friendly human-machine interface and a practical selection ofprocess pictures.

The system concept comprises three main modules:• Fuel Performance Monitoring• Engine Performance Monitoring• Energy Management

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Fuel Performance Monitoring

This module is designed to give the operator a tool for monitoring the fuel consumption.By aiming specifically at the propulsion system, the operator receives invaluableinformation on the most economical operation. The module provides an overview of thepropeller, shaft and main engine.

Main benefits are:• Continuous measurements of fuel consumption and engine power output• Monitoring of parameters for improving the vessel’s overall performance

Engine Performance Monitoring

This module is designed to give the operator instantaneous status of the engines’operational performance. By advanced cylinder pressure measurements, subsequentanalysis of the combustion process offers diagnosis algorithms based on empiricalresults and physical models. The module will give engine status and hints based onexpert advices.

Main benefits are:• Reduction of fuel consumption• Monitoring of cylinder load• Calculation of CO2, NOX and SOX

• Reduction of maintenance costs and improved planning of maintenance• Reduced risk for engine damage

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Energy Management

These modules are designed to give the operator systematic methods to measure, registerand analyze the energy usage of the ship. This approach identifies specific actions thatoperators can take in order to reduce energy consumption. The primary objective of themethodology is to optimize the use of fuel and minimize environmental effects. Otherobjects are to increase knowledge regarding energy issues, maintain effective monitoringand reporting of fuel usage and reduce risk of discontinued service of energy systems.

Main benefits are:• Fuel savings• Reduced emissions• A complete operational overview• Decision support• Reliable and clear reports• Operational history• Voyage tracking• Inventory overview

AutoChief®C20 propulsion controlComplete control and safety systems for medium and low speed propulsion

The Kongsberg AutoChief®C20 propulsion control system is designed for medium andlow speed diesel engines fitted with fixed or variable pitch propellers. The design of theAutoChief system is based on the use of Distributed Processing Units, installed directlyin the junction boxes on the main engine. Utilizing the same technology as our K-Chief600 machinery automation system, the two systems can easily be integrated.

Benefits of integration with K-Chief 600• AutoChief and K-Chief 600 systems are sharing sensors and information• K-Chief 600 Operator Station displays colour graphic mimics specially designed

for the propulsion machinery• K-Chief 600 provides high resolution history storage of all AutoChief process values• All AutoChief alarms are time stamped and presented on the K-Chief 600 Operator

Station• Significant reduction of cable and installation costs

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Thruster controlManual remote control of main propulsion, thrusters and steering gears

The Thruster Control system provides manual remote control of main propulsion,thrusters and steering gears for all vessel types where the K-Chief 600 system is used foralarm, monitoring and control. The design of the Thruster Control system is based on theuse of Distributed Processing Units. Utilizing the same technology as our K-Chief 600machinery automation system, the two systems can easily be integrated.

Benefits

The thruster control system constitutes an integral part of the K-Chief 600 machineryautomation system, and is also fully compatible with the K-Pos dynamic positioningsystem. This ensures bumpless transitions between the various command modes.• The K-Chief 600 system provides integrated thruster/propulsion control and

machinery automation• K-Chief 600 integrated with K-Pos provides a fully integrated work boat manoeuvring

system• K-Chief 600 Operator Station displays colour graphic mimics specially designed

for the thruster control system• K-Chief 600 provides high resolution history storage of all thruster control process

values• All thruster control alarms are time stamped and presented on the K-Chief 600

Operator Station• Significant reduction of cable and installation costs

K-Chief 600 Ship@WebContinuous access to vessel data

The Kongsberg Ship@Web system is designed to enable continuous access to primaryvessel data both on-board the vessel and from ashore. The Ship@Web system candisplay data from the K-Chief 600 marine automation system.

Through a secure connection into an isolated K-Chief 600 system, Ship@Webapplications based on a web technology with a safe communication structure areprovided.

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Key features

Integration between the process network and the administrative network provides:• Access to automation data• Organization and storage of data• Presentation and decision support• Automatic and manual ship reporting• Presentation in a web browser• All sub-systems can be displayed (for example engine monitoring, power

management, fire or tank systems)• Presentation of lists, alarm views and mimic diagrams• Presentation of counters, event logs, Exhaust Gas• Navigation structure identical with the K-Chief 600 system

Ship@Web applications

Viewer - displays online data generated by the K-Chief 600 automation system. Processinformation can be made available anywhere on-board a vessel through the ship’sadministrative network or in an office ashore using a standard personal computer.

Data is presented using a mimic user interface similar to that used by the KongsbergK-Chief 600 system.

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Trend - records and presents vessel process data generated by the K-Chief 600automation system.

Report - provides reports based on online information generated by the K-Chief 600automation system. Report data may be printed or stored as electronic PDF documents.The application includes a predefined range of report templates. Through the ReportDesigner, the user may also create reports with self defined data.

Data Log - provides online information from the K-Chief 600 automation system tothird party recipients in the administrative network. Typical data recipients are PlannedMaintenance Systems and Loading Computers. The Data Log also provides an extendedlogging period for K-Chief 600 process data.

Remote Assistance - provides key information from the vessel to the ship owner’soffice. It also provides remote support in case of operational or technical problemson-board the vessel - subsequently saving the ship owner time and cost.

In emergency situations, the Remote Assistance application may also be used to providekey information to emergency support centers, such as DNV, GL or others.

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Design principles

Design principles

System architectureThe K-Chief 600 system architecture has a modular design, and builds on OperatorStations and I/O modules interconnected by local data networks. This allows us to meetindividual ship owner’s requirements using standard modules. Different selections ofthese units are used to configure each individual system.

The K-Chief 600 is decentralised for safety and ease of installation, but operation iscentralised using the Operator Stations.

Each I/O module has a specific role and is configured to match the operationalrequirements of the specific process area. Due to this flexible architecture, the K-Chief600 system can connect more I/O modules in the network later on. This may be done tocontrol additional process areas, or to extend the functionality.

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System functionalityOperator interaction

The Operator Stations provides the operator witha number of standard display pictures containinginformation about the engine and surroundingequipment. Control of any of the DistributedProcessing Units can be performed from the OperatorStations. Full monitoring and alarm facilities areprovided in both the machinery space and the EngineControl Room.

Detailed sensor information for any Distributed Processing Unit, such as alarm or normalstatus data, can also be shown on the colour graphics display, or printed on demand.Sensor data can be presented as a bar graph or a trend curve. Selected sensor data may beprinted automatically at fixed intervals. The system can display the latest alarms for eachalarm group individually or all active alarms.

Whenever a variable or state changes significantly, the relevant Distributed ProcessingUnit updates the database in each of the Operator Stations. This means that data displayedat any Operator Station is always up-to-date. There is no need to request data each timethe operator wishes to inspect a variable. As a result of this, the data traffic on the processbus and the Local Area Network is kept to a minimum, giving extremely fast data access.

All changes in measuring points from the DPUs are logged and time stamped withprecision of up to 1 millisecond. They are stored redundantly in all Operator Stations forthe last seven days and can be displayed in trend views. A change is recorded each timea value oversteps the deadband limits set. Changes in measuring points are sampled withsampling rate of up to 10 milliseconds.

All digital process and alarm events are time stamped with precision up to 1 millisecond.Data are stored redundantly in all Operator Stations for 5 years. They can be displayed inthe event history view.

Extended logging of data is included in our Ship@Web fleet management system. Thedata (measuring points) in full resolution can be stored for one month (the Month log).Data older than one month are optimized for longer storage and can be stored for up to 5years (the Year log). In the Year log mean values are calculated for groups of measuringpoints to optimize the data. In addition maximum and minimum values, and essentialevents in the data log are stored in full resolution.

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Access and control transfer

Classification requirements states that equipment control must onlybe available from one location at any time. The K-Chief 600 accesscontrol transfer system allows organized control transfer from onelocation to another. By using the command buttons on the dedicatedOperator Panel, access and control can be easily administrated.

Request control is used to gain control of an alarm group. TheOperator Station having control of this group, now receives a

message requesting either to accept or deny the request.

Another control function event is to withdraw access. If an emergency situation occurs, itis possible to take control over an alarm group. In this case the process of accepting anddenying is not needed. A password must however be given to get the wanted control.

Watch call transfer

The Operator Station is also used when transferring machinerywatch responsibility between the Bridge and Engine Control Room,and selecting the engineer for watch call duty.

All available engineers, whether on duty or not, may be called tothe engine control room in case of an emergency.

Alarm and monitoring

The alarm and monitoring system constitute the basicfunctionality of the K-Chief 600 marine automationsystem. The main purpose of the system is to give shipofficers all the basic alarm and status information theyrequire to maintain safe and efficient operation of themachinery and other related equipment.

The logging printer and the colour graphics display records all status changes, such asalarm acknowledgements and alarm condition cleared. When all alarm conditions arecleared, the system returns to normal. Alarm limits and delays are adjustable by usingthe Operator Panel. A counter function keeps track of running hours for engines, pumpsand related items. This function can also accumulate flow. Counter values are shown onthe colour graphics display or may be printed.

Some of the alarms are conditional and will be blocked when a specified condition ispresent. For instance, when the main engine is stopped, the lubrication oil pressure fallsand should normally have triggered an alarm condition. Since this is quite normal, thisalarm is blocked. This function is started by defining a signal as an inhibit signal for aspecified alarm or a specified group of alarms. An adjustable time delay for each signalis available to extend the blocking situation.

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NetworkLocal Area Network (LAN)

The redundant LAN is used to communicate between the Operator Stations and other PCbased equipment. It is an open net employing international standard protocols (Ethernet,TCP/IP) that permits connection and data exchange using Kongsberg Maritime standardinterface programs.

Control Area Network (CAN)

The redundant CAN is a highly reliable process bus used for communication betweenthe Distributed Processing Units.

System gateways may be added to the CAN network to provide segregation of theautomation system where necessary, for instance between the different sections of analarm and monitoring system. The system gateways also make autonomous segments oflocal systems that are parts of a complete integrated system. Such local systems can bevalve control, pump control, power management, propulsion control, cargo control etc.

All system segments are connected to the Operator Stations through the CAN network.The Watch Calling system is also controlled from Operator Stations through the CANbus.

Serial lines

Serial lines are used for communication from DPUs to 3rd party systems. The type ofserial line to be used in the system depends on the application, but the RS-422 andRS-485 standards are all commonly used, with a large number of different protocols.

All network traffic is monitored from all Operator Stations. Statistics are displayed, andalarms are issued if network interfaces are not functioning.

PowerThe K-Chief 600 system normally requires 230 Vac power supply for Operator Stationsand 24 Vdc power supply for Distributed Processing Units.

Uninterruptible Power Supplies (UPS) are used to protect Operator Stations and DPUsfrom problems associated with utility power, poor quality, or a complete loss of power.The UPS is then used to maintain a constant voltage, and if needed isolate the outputto the critical load. These actions help to keep power line problems from reachingthe critical systems, where they can damage both hardware and software, causing theequipment to operate erratically.

In a situation where the incoming main power is completely cut off, the energy storedin the UPS continue to give out power. A 30 minutes back-up is normally sufficient tokeep the system operational until power is restored. This is also normally a requirementfrom the classification societies.

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Design principles

All 24 Vdc UPSes have earth fault detection, and any detected earth fault is given as acommon alarm to the operator.

Main building blocksOperator StationsThe K-Chief 600 system is operatedthrough a number of Operator Stations.These are normally located in the EngineControl Room. Additional stations maybe located in the Wheelhouse, CargoControl Room, Damage Control Room,Ship’s Office or in other parts of the vessel.Operator Stations can be installed in anumber of different ways, for example ina standard Kongsberg Maritime consoleor as separate units for desktop operation.

The standard K-Chief 600 Operator Stationenvironment consists of the followingmain units:• A Windows™ based personal computer

(PC)• One or two colour monitors for

presentation of information• A Control Room Panel (CRP) - a

K-Chief 600 specific operator panel• An optional Touch Screen Panel (TCP)• Other optional operator panels• Optional printers

Computer (PC)The K-Chief 600 computer is an industrial small form factor PC. Due to its space-savingdesign, the size of the chassis is only two-thirds the size of an average desktop PC.

The PC is type-approved by all major Classification Societies when it is installed inconjunction with our mariner kit for horizontal or vertical mounting.

MonitorsThe colour monitor is used to display the operator images of the K-Chief 600 system. Ituses thin film transistor (TFT) liquid crystal display (LCD) technology to ensure highimage quality. The monitors are commercial off-the-shelf, but are all type-approved

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for maritime use. Monitors are available both in standard and in wide screen formats,with screen sizes ranging from 19” to 27”. The monitors can be delivered with kits forinstallation into a console, on the wall or for desktop mounting.

Operator panels

The Operator Panels are used to interact with the images on the Operator Station's colourmonitor, hence controlling the processes. Such a process could be to display a new imageor to act upon an element within an image. The layout of the buttons, lamps and controlson the Operator Panel is dependent on the panel type. The panels are designed forvarious methods of installation, but are primarily intended for mounting into a console.

There are four different panels available:••• Control Room Panel (CRP)

The CRP is a specially designed operator panel foreasy access and operation of the K-Chief 600 system.

Operational processes are performed using themechanical trackball and its associated buttons to pointat and click symbols and menus on the colour monitor.

The CRP is used in well-lit environments, for examplein the Engine Control Room, and therefore has nobackground lightning.••• Touch Control Panel (TCP)The TCP holds an 8.4 inch LCD touch screen panel.Interaction with process images displayed on the colourmonitor is performed by activating thumbnails onthe TCP.

The screen is dimmable, so it can be adjusted for useboth during day and night.

••• Input Panel (INP)This panel is the Input section of the CRP, and contains functional, numeric,alphanumeric and cursor control buttons.

••• Alarm & Control Panel (ALC)

This panel is the Alarms, Command and Panel sections of the CRP, and contains statuslamps and buttons for alarm handling and command control.

Printers

Commercial laser printers or dot matrix printers can be supplied for printing of alarmsand logs. Note that as the complete alarm history is stored by the K-Chief 600 system, adedicated alarm printer is optional.

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Local Operator StationsThe Local Operator Station is a multipurpose operatorstation designed to be placed anywhere on the ship,even out on deck. It can be delivered with an 8” or 13”screen size. It allows alarm indication, process controland power management.

Operation is performed on a high resolution colourgraphical touch display. For small segregated alarmsystems it can be the only Operator Station. The LOScontains a symbol library for presentation of process control equipment and it usesthese to display mimic diagrams.

The Local Operator Station gives the operator the possibility to:• Monitor the status of any object, from a single input signal to a controllable object• Be informed of any process- or system alarm, through visual and audible signals• Interface to a printer for alarm logging purposes• Control processes using the touch screen and graphical feedback• Reconfigure the distributed database located in the Distributed Processing Units

Watch Calling PanelsThe Watch Calling system is an extended alarm system for vessels. The system monitorsthe cargo and the engine machinery alarms. Through this system, it is possible tokeep the engine control room unmanned during normal operation, in accordance withclassification societies’ requirements.

Dedicated alarm panels, which may be locatedin various places throughout the vessel, displaythe alarms and information about the alarmconditions. The Watch Calling system is made upfrom a number of self-contained wall-mountedwatch call panels, installed at selected locationson the vessel. All Watch Calling panels areavailable for flush mounting or wall mounting.

The Watch Calling panels have duty indicatorsin a column to the left and alarm indicators to theright. The bottom most alarm indicator serves as

a system fault indicator to indicate faulty communication. Alarms are displayed either astext on an LCD screen or using LED indicators.

Distributed Processing UnitsKongsberg provides several models of Distributed Processing Units (DPU) to handledifferent types of I/O and applications. Each Distributed Processing Unit type has aspecific capacity in number and type of analogue or digital input and output (I/O)channels.

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To configure the tasks for a specific DistributedProcessing Unit, parameters are loaded into theunit. This allows it to perform alarm functions,control functions, safety or any combinationof these, and makes it easy to separate systemfunctions.

When an unacceptable condition is detected,the Distributed Processing Unit and K-Chief 600

generates an alarm signal, identifies the responsible sensor, and provides informationabout the condition.

All Distributed Processing Unit types have been qualified according to the latest revisionof the IACS E10 test procedure, satisfying the requirements for placement in the mostdemanding locations. All Distributed Processing Units can be mounted directly ondiesel engines or similar locations without shock absorbers. Only Ingress Protection(IP) may be needed.

The Distributed Processing Units are CE marked as required for some European Unionflagstate vessels. They also meet the requirements to use the “Wheel Mark” defined bythe European Union Maritime Directive (EMD), satisfying all the new ElectromagneticCompatibility (EMC) requirements.

Cabinets

Kongsberg's DPU cabinets aredesigned to contain the I/O modulesof the automation system. Thecabinet is built up in a modular wayso it may be extended at any time,making a flexible system. DPUcabinets are built to IP 44 enclosureprotection.

A DPU cabinet may contain thefollowing:• I/O modules (from 2 to 16 DPUs)• Power supplies• Field cable entry• Protective earth (PE) bar• Ventilation• Local Operator Station

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Design principles

Consoles

To create a professional and efficientwork environment, Kongsberg hasdesigned a set of standard consolesfor operator equipment.

These consoles can be combined ina variety of ways to meet individualconsole requirements in the EngineControl Room, Cargo Control Roomor on the Bridge.

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User interface

Screen layoutThe human machine interface is an important feature. It enables efficient and safeoperation of the system by helping the operator to make optimal operational decisions.During normal operation, this reduces the risk of human errors. Emphasis has been placedon logical operation, effective presentation of relevant information and user-friendliness.

The K-Chief 600 user interface is carefully designed to support the operator in his dailyroutine. At the same time the system provides efficiency for the advanced user, and itis easy to learn for the novice operator.

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Top barThe main objective of the top bar is to provide full control of the system. This means thatfrom the top bar direct access is available to alarm messages, system status, interactivetools and other important system functions. The top bar contents is automatically adaptedto the relevant screen resolution.

The two most recent unacknowledged alarms are always shown in the top bar. A singleclick in the top bar provides an extended list of unacknowledged alarms in the system.

The top bar and alarm lines will always be accessible. Hence it is not possible to coverthe top bar by for example dialogues.

System status is information describing the state of the system, such as the name of theOperator Station, user modes, special modes and so on. Other system information isavailable in the system status extension.

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Alarm side barThe main objective of the alarm side bar is to provide easy access to all active alarms inthe system. Both acknowledged and unacknowledged alarms are included.

Side bar layout

The alarm group buttons are represented as a column alongthe left edge of the display.

The alarm group labels will appear when moving the cursorto the left edge of the display. All active alarms in the groupwill be displayed as a list when clicking on the alarm groupbutton.

The number of active alarms in each alarm group is indicatedon the alarm group buttons.

The alarm group button is coloured red or magenta whenthere are one or more active alarms in the group.

The alarm group button is coloured gray if there are noactive alarms in the group or if responsibility for alarms ison another location (for example cargo alarms in the ECR).

Expandable alarm group information

The alarm group information is shown as an expandablemenu on the left side of the screen. An extended menu willappear when moving the cursor to the left side of the alarmgroup bar. This menu contains buttons with the name of thealarm groups together with the number of active alarms.

When clicking an alarm group, the list of active alarms willpop-up in a dedicated secondary window.

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User interface

View areaProcess views

A process view is the working area for a particular system application. It presents thesignal flow between every unit being part of the system. System units and parameterscan both be monitored and controlled from the process view.

Which process views are available is dependent on the system delivery. Typicalprocesses are cargo control, ballast control and power management.

The graphical process views are custom made images giving the operator easy-to-readinformation about each sub-system and their surrounding equipment. This allowsfor control of different process plants and machinery directly from any K-Chief 600Operator Station.

The process view shows the interconnection of units and instrumentation used to controlthe process in question. A standard set of static and dynamic symbols are used topresent the process.

Tabular views

A tabular view is a list view which displays system values in a table format with multiplerows and columns. Tabular views are used for displaying and interacting with data. Eachview consist of a defined group of data from system tags and modules, as for examplealarm status and alarm limits.

The tabular view is built up as a typical spreadsheet application. It displays multiplecells that together make up a grid consisting of rows and columns. Each cell in the gridcontains either alphanumeric text or numeric values.

The total number of items listed in the view is displayed in the right top corner. If morethan one page is necessary to display all items, use the PAGE UP and PAGE DOWNbuttons to go backwards and forwards in the list. The corresponding buttons on theControl Room Panel can also be used to this purpose.

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The tabular view can be sorted in all columns. This is done by clicking on the requestedcolumn header. Sorting is indicated using an arrow on the column header pointing intothe ascending direction. It is also distinguishable using colour below the column header.When leaving and re-entering the view, the sorting will remain as set by the operator.

If there are a large number of active alarms (or other list items) in the system, theoperator can select which alarms to pay attention to by applying filtering rules. Thismakes it simpler to identify which alarms are critical. All columns in the tabular viewhave filtering rules available. Filtering is enabled by right-clicking on the requestedcolumn header. This opens a filtering dialogue. The type of filter to be applied dependson which header the operator selects. Example: The time filtering dialogue allows formanual selection of 'from' and 'to' dates.

Home view

The Home view is used to give the operator direct access to the complete contents of theK-Chief 600 system. It is auto-generated by the K-Chief 600 system based on the actualship configuration. This view can be particularly useful for learning purposes.

Favourites view

Some process views are used over and over again. To increase operator efficiency, up tonine such views can be set as favourite views by the operator. Each favourite view isassigned a number from 1 to 9.

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The Favourites bar is located at the bottom of the screen. This bar appears when thecursor hits the bottom of the screen or if the operator presses the 0 (zero) number buttonon the Control Room Panel.

Multiple viewsSome users might find it useful to be able to split the screen into multiple views. TheK-Chief 600 system therefore allows the operator to toggle between full screen and splitscreen. Using split screen allows for simultaneous presentation of four related processand tabular views. The operator can configure these views to give both overview anddetailed views to support the operation being carried out.

PalettesTo accommodate for different light conditions in the operator's work space, the graphicson the screen can be viewed using one of the pre-defined colour palettes. The operatorcan select one of the following palettes:• Day palette• Dusk palette• Night paletteThe selected palette affects all elements on the screen, as operator dialogues, static anddynamic objects, buttons, cursors, background and so on.It is possible to synchronize the current palette setting with palettes of other OperatorStations.

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Context–sensitive help

Even if K-Chief 600 menus and displays are designed to be self-explanatory,context-sensitive help is provided for the following items:• Tabular views• Operator dialogues

The context-sensitive help provides help linked to the current state of the K-Chief 600system. If for example accessing context-sensitive help when the Alarm history view isthe active view, the intended use of that specific view is explained.

Navigation lineThe K-Chief 600 system uses an interactive title line for view navigation. All views areavailable from this view navigator, and this functionality therefore constitutes the mainnavigation interface to the system's process and tabular views.

The view title will always be displayed preceded by a trail showing the location ofthe view in the view hierarchy.

Each element in the trail can be clicked to provide a pull-down menu for view navigation.This gives the operator easy access to all views in the system.

The main benefit of this view navigation concept is to give the operator quick accessto all views at all levels. The navigation line will also help the operator to rememberthe system structure.

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Operator dialoguesOperator dialogues are displayed in secondary windows on the screen. They serve twomain purposes:• To display information to the operator• To get operator response if needed

When opening an operatordialogue, the systemautomatically finds a suitableposition on the screen. Ifthe operator then moves thewindow, it is displayed atthis location the next timethe operator opens the window,

adjusted as necessary to ensure it is fully visible.

The operator may move the window freely within the screen, but it is not possible tocover the top bar or the alarm side bar. If trying to move the window beyond the topbar, it will stop. It is however accepted to place the window partially hidden outsidethe screen edge.

Operator input is provided using standard Windows functionality in form of text boxes,check boxes, radio buttons and drop down lists.

Inaccessible input controls, for example due to restricted user access, are visually disabledbut not removed. The reason for the disabled state is given as tooltip information.

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Environmental requirements

The table below summarizes Kongsberg Maritime's compliance with environmentalrequirements.Please note that all K-Chief 600 hardware units are approved for use in locations withtemperatures up to +70 °C and acceleration up to 4g.Requirements References Comments

Vibration and shock IEC 60945/IACS E10/IEC 61131-2 4g for DPUs

Temperature (see note) IEC 60945/IACS E10/IEC 61131-2 Locations 1 to 5

Humidity IEC 60945/IACS E10/IEC 61131-2

High voltage IACS E10

Insulation resistance IACS E10

Power supply variation IACS E10

Power supply failure IEC 60945/IACS E10

Power supply harmonic distortion IEC 60092-101

Salt mist IEC 60945/IACS E10

Enclosure IEC 60945 (and class societies)

Inclination IACS E10

Acoustic noise IEC 60945

EMC IEC 60945

Compass Safe Distance IEC 60945

Note

The temperature requirements may be altered due to other class society requirements.Example: DNV open deck is +70 °C, but IEC 60945 and E10 states +55 °C.

Locations

1 Inside cubicles and desks

2 Machinery spaces, control rooms, accommodation, bridge and similar industrial environments

3 Open deck, mast and similar environments

4 Submerged

5 On machinery such as internal combustion engines, compressors, pumps including pipingon such machinery

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K-Chief 600 product description

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