DG Automation

KMY
Document number Rev Page

SYSTEM DESCRIPTION D.352.9321.903.001 A 1 (39)
Date Designer Checked Approved
27.02.2004 J.Jrvinen H Tissari TKo
DESCRIPTION OF DG AUTOMATION SYSTEM
Revisions Alteration or remark Date Changed by Approved by
A AS NB348, changes marked with rev A 27.02.2004 JaJ HTi
NB 1352
ULTRA VOYAGER
For
Royal Caribbean Cruises LTD
/conversion/tmp/scratch/357909145.doc
Copyright of Kvaerner Masa-Yards Inc. Finland, whose property this document remains.
No part thereof may be disclosed, copied, duplicated or in any other way use of except with the approval of Kvaerner Masa-Yards Inc. Finland.
KMY
SYSTEM D.352.9321.903.001 A 2 (39)
DESCRIPTION
1. GENERAL DESCRIPTION....................................................................................................................................................
2. SYSTEM DESCRIPTION.......................................................................................................................................................
2.1 POWER SUPPLIES..................................................................................................................................................................
2.2 SYSTEM MAIN EQUIPMENT...............................................................................................................................................
2.3 IMPORTANT FITTINGS.........................................................................................................................................................
2.4 SAFE STATE DEFINITION....................................................................................................................................................
2.5 CONTROL LOOP DIAGRAM.................................................................................................................................................
3. SYSTEM OPERATION...........................................................................................................................................................
3.1 START UP.................................................................................................................................................................................
3.2 NORMAL OPERATION..........................................................................................................................................................
3.3 EMERGENCY OPERATION...................................................................................................................................................
3.4 SHUTDOWN PROCEDURE...................................................................................................................................................
3.5 HALF SHIP DEFINITION.......................................................................................................................................................
4. INTERFACE TO OTHER SYSTEMS...................................................................................................................................
5. SYSTEM REDUNDANCY......................................................................................................................................................
5.1 REDUNDANCY IN CASE OF FIRE.......................................................................................................................................
5.2 REDUNDANCY IN CASE OF FLOODING...........................................................................................................................
5.3 REDUNDANCY IN CASE OF MECHANICAL FAILURE...................................................................................................
5.4 REDUNDANCY IN CASE OF POWER FAILURE................................................................................................................
6. CAUTIONS................................................................................................................................................................................
7. DOCUMENT AND DRAWING REFERENCES...................................................................................................................

7.1 DRAWING REFERENCES......................................................................................................................................................
7.2 ABBREVIATIONS AND DEFINITIONS................................................................................................................................
KMY
SYSTEM D.352.9321.903.001 A 3 (39)
DESCRIPTION
1. General Description
The vessel has six Wrtsil 12V46 main diesel engines each rated 12600 kW 514 RPM,
each drawing a ABB alternator 17600 kVA (12320 kW at cosphii 0,7). The alternators are
connected to the main switchboards (11 kV/60 Hz) as shown in drawing no.:
D.352.9110.901.001 Electric distribution single line diagram. The emergency generator are
equipped with same type power management system as main diesel generators. M.A.S.
system is taking care from DG automation .
The M.A.S. system is suitable for operation with six (6) main diesel generators.
The main generators are able to run in parallel without limitations.
The diesel generators shall be arranged for both manual and full automatic operation. The
automatic operation with all safety and control system is part of M.A.S. system and all
required I/O is connected directly to the automation system.
Full manual operation shall be possible from both switchboard rooms and from the engine
control room mimic panel.
The generator control system shall monitor both the active load and the current. If either of
those reaches pre-set values (individually adjustable), the next generator set starts. The
system shall have power pre-reservation capabilities for heavy consumers, delaying the
consumer start and starting the necessary generators when more power is needed.
The control system have several control modes depending on if the ship is in harbour, in a
harbour manoeuvring situation or in open water. The modes are predefined and are
controlled through the engine automation system. Transition between the various modes is
automatic when initiated from the operator.
The system comprises the following functions:

- manual/automatic start/stop, supervision and shut-down of diesel generator
- automatic start of stand-by unit
- automatic synchronizing of generators
- load sharing and power advance reservation for big consumers
- automatic start/stop when active load reaches preset values
- automatic start by adjustable current limit with preset values
- black-out automatic
- preference trip system with recovery after manual reset off trips in ECR mimic panel,
two steps for hotel consumers
- main switchboard bustie mode selection system
The automation system for MEs is structured as follows:

- one dedicated I/O cabinet for every diesel generator
- one redundant process station for diesel generators in fore engine room and one
redundant process station for diesel generators in aft engine room
- both above redundant process stations are divided in two cabinets. Main and reserve
CPU units are located in different cabinets.
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SYSTEM D.352.9321.903.001 A 4 (39)
DESCRIPTION
- fieldbuses from redundant process station to I/O cabinets are arranged as presented on
page 34.
Redundant process stations are taken care the following functions:

- ME safety system
- control loops for MEs
- pump controls for DGs and one pump from stand-by pump pair.
- monitoring of diesel generators and main switchboards
- power management system. If there is one common busbar (bustie breakers closed) will
one of the redundant process stations take care of load sharing and advance power
reservation for whole net. If busbar is divided to two parts will both redundant process
stations function independently.
Because control system for DGs is running in redundant process stations and manual
controls are individual for every DG, so effect of single failure in control system is limited to
one DG.
The emergency and auxiliary diesel generators are designed for parallel operation between
themselves and they both be designed for short term paralleling with the main switchboard
for load transfer only.
KMY
SYSTEM D.352.9321.903.001 A 5 (39)
DESCRIPTION
2. System Description
2.1 Power Supplies

DG automation is included in M.A.S. system.
Power supplies are presented in M.A.S. system description drawing no.:
D.352.9310.903.001.
2.2 System Main Equipment

Locations of main units are presented in drawing no.: D.352.9310.901.006 M.A.S. system
lay-out.
Main equipments in M.A.S. system for DG automation are as follows:

- I/O cabinet for DG1 (component no.: 9311.1A31)
- reduntant process station in fore engine room for DG1 ... 3 (component no.:
9311.1A1.3)
- redundant process station in aft engine room for DG 4 ... 6 (component no.:
9311.1A1.2)
DG automation system is using M.A.S. system operator terminals, printers e.t.c. in ECR
and on bridge. (See M.A.S. system description drawing no.: D.352.9310.903.001).
2.3 Important Fittings

M.A.S. system is using Deif synchronizing relays (FAS) for synchronizing of generators to
net. During synchronizing drives synchronizing relay direct diesel generator. For
synchronizing of two busties together is used Deif synchronizing relay type HAS. During
synchronizing of busties drives M.A.S. diesel generators, and synchronizing relay gives
close command for bustie breaker.
Deif synchronizing relays are installed in DG automation cabinets in main switchboard

rooms.
These cabinets are also including:

- woodward 723 digital control units for ME speed control
- SPEMOS speed measuring units for ME.
- Relays for manual control of MEs.
Att. Every diesel generator has own automation cabinet as follows:

- DG 1 automation cabinet (9321.1A1)
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SYSTEM D.352.9321.903.001 A 6 (39)
DESCRIPTION

Above cabinets for DG1 ... 3 are placed in fore main switchboard room and cabinets for
DG4 ... 6 are placed in aft main switchboard room.
2.4 Safe State Definition

DG Automation system retain state in following fail situations:
- operator station error (ECR/Bridge)
- DG automation process control station error
- field bus error
- main bus error.
In following fail situations is speed control for DG (DG1 or DG2 ... or DG2) not
functioning:
- Total power lost for I/O racks. All activated control outputs are deactivated.
In this case continues DG running but without speed regulation.
- Total power lost for DG speed regulator (Woodward 723). In this case DG will stop.
2.5 Control Loop Diagram
See block diagram of control/monitoring of generator sets. Drawing no.:

D.352.9110.901.003 and drawing no.: D.352.9321.915.001 DG automation circuit
diagram.
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SYSTEM D.352.9321.903.001 A 7 (39)
DESCRIPTION
3. System Operation
3.1 Start Up
Whole M.A.S. system is running continuously, so no start UPs are needed during normal
use.
If AC power supply failure longer than UPS backup time will M.A.S system stop. After
AC voltage recovery will M.A.S system start up automatically again. Reading of
application software happens automatically from BU station.
See also M.A.S. system description drawing no.: D.352.9310.903.001 (item start up).
3.2 Normal Operation

3.2.1 Control places
Operation instructions via MAS operator terminal are in appendix 2 on page
36-39. Operation will happen by using graphic pictures in MAS.
Engine control room
- Control/monitoring via all M.A.S. system operator terminals/monitors:
- automatic control
- manual control (DG start/stop, breaker controls)
- Manual control via ECR-mimic panel. See drawing no.:
D.352.9130.901.002 Power generation, ECR-mimic diagram and
drawing no.: D.352.9132.903.001 Description of power generation and
distribution. ECR-mimic panel includes controls for all six diesel generators
(start/stop, ME speed control via woodward governor 723 or direct back-
up control via actuator, manual- and semi auto synchronizing of DG
breaker) and controls for important breakers in whole net.
ME speed back-up control to be selected from ECR mimic panel if
woodward 723 governor is faulty (major alarm). In direct back-up control
drives up/down control push-buttons in ECR mimic direct the actuator
bypassing woodward 723 governor.
Fore main switchboard room

- In this main switchboard (HMS2) are local controls for all six diesel
generators (start/stop, ME speed control via woodward governor 723,
manual- and semi auto synchronizing of DG breaker) and for bustie
breakers (11 kV) e.t.c.
Aft main switchboard room

- In this main switchboard (HMS3) are local controls for all six diesel
generators (start/stop, ME speed control via woodward governor 723,
manual- and semi auto synchronizing of DG breaker) and for bustie
breakers (11 kV) e.t.c.
Engine room
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SYSTEM D.352.9321.903.001 A 8 (39)
DESCRIPTION
- Main diesel engines are possible start and stop also locally on engines.
ME speed control direct from actuator with speed setting knob (mechanical
back-up). Local speed setting is selected with selector switch mechanical
back-up speed on engine. This speed setting is active only when local
control on engine is selected.
Responsibility transfer
- In all control places (except M.A.S) are installed local/remote selector
switches.
- Hierarchy of responsibility transfer is as follows:
1. Local control at each engine
2. Local control at fore main switchboard
2. Local control at aft main switchboard
3. Remote control in ECR through mimic
4. Remote control in ECR through M.A.S
5. Remote emergency control from bridge.
Number in above list is showing priority level. 1 is highest level and 4 is

lowest level.
Control responsibility is possible take over whenever to higher priority level

(for example from M.A.S to local control at fore main switchboard room by
selecting local control at fore main switchboard). Control positions at fore-
and aft main switchboards are at same priority level.
Remote emergency control from bridge is possible use after password is
feeded to M.A.S. Bridge emergency control is functioning parallel with engine
control room control in M.A.S.
3.2.2 Diesel start/stop

3.2.2.1 Manual start/stop
Diesel start/stop can be carried out manually at the local control stand on the
engine, at HMS 02 front panel, at HMS 03 front panel, at ECR-mimic panel or
from M.A.S. keyboards in ECR depending on where is control responsibility
selected. Responsibility transfer between the operation positions is carried out
by local/remote selector switches as presented in drawings no.:
D.352.9132.903.001 Description of power generation and distribution.
When manual stop is done in remote control mode manually from M.A.S. will
engine first be unloaded and after unloading will circuit breaker opened
automatically (idling time for ME 5 minutes). For every ME is arranged
emergency stop from engine control desk and mimic in ECR (in case of
emergency stop are simultaneously controlled normal stop, shutdown stop and
emergency stop solenoids).
Wiring of stop ME stop solenoids is monitored by M.A.S.
In case of normal stop is only normal stop solenoid on engine controlled (60
sec).
3.2.2.2 Automatic start
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SYSTEM D.352.9321.903.001 A 9 (39)
DESCRIPTION
The automatic start of stand-by engine(s) includes the following functions:

- Alarm start (change over/shut down)
- Load dependent start
- Black-out start function
- Mode selection start
One start attempt for each engine. Max duration of one start attempt is 15
seconds. If the starting and synchronizing time exceeds a fixed time duration,
then time out alarm will be given and second stand by engine will be started.
Following time out alarms are formed in M.A.S. software:
- Start failure alarm; the engine doesnt start (time limit 15 seconds)
- Synchronizing failure; the DG breaker doesnt close within set time limit
(45 sec after DG run)
In the case of short circuit or earth failure in some of the 11 kV busbar
sections, the automatic start and synchronizing functions will be prevented for
the concerned busbar.
3.2.2.2.1 Alarm start (changeover)

When shutdown or alarm start (changeover) signal is detected by M.A.S.
safety system, M.A.S. will start the standby engine. In case of changeover, the
faulty engine will be disconnected and stopped, when the standby engine has
been started and connected to the net.
Alarm start function is not depending on if load dependent start function is
ON or OFF.
It is not allowed to interrupt alarm start function if reason to alarm start
disappears during change over of diesels.
The following critical alarms are causing alarm start (changeover) for the
standby dieselgenerator:
- Lub oil pressure < 2,5 bar. Same sensor as for alarm, but lower limit.
- LO inlet temp high
- HT water inlet press low
- HT water outlet temp high (bank A/B). Same sensor and function limit is
used for DG shut-down. First is functioning alarm start (changeover)and
after three (3) minutes will function shut-down, if temperature is all the
time over shut-down limit.
- EXH gas temp after exhaust gas valves high. These sensors are common
for alarm and alarm start (changeover). Ten seconds delay before start of
changeover function.
- EXH gas temp TC inlet (TC A/B ). These sensors are common for alarm
and alarm start (changeover). Ten seconds delay before start of changeover
function.
- EXH gas temp TC outlet (TC A/B). These sensors are common for alarm
function.
- Main bearing temp high. Same sensor is used for DG shut-down and alarm.
Alarm start limit is same as alarm limit.
KMY
SYSTEM D.352.9321.903.001 A 10 (39)
DESCRIPTION
- Generator bearing temperatures high. These sensors are common for alarm
function.
- EXH gas deviation high. These sensors are common for alarm and alarm
start (changeover). 120 seconds delay before start of changeover function.
- Cylinder liner temperature high. Same sensor is used for DG shut-down and
alarm. Alarm start limit is same as alarm limit.
3.2.2.2.2. Load dependent start

A standby set next in sequence will be automatically started and connected
when the already connected sets are overloaded. The standby set is started
when average load on connected generators exceeds 85% for 30 seconds.
To prevent start of unnecessary standby DGs has in MAS programmed about
5 minutes delay between load dependent start of first and second stand by DG
(and between second and next e.t.c). This five minutes time delay is needed
because loading-up time of ME takes time about five minutes.
An additional high overload (from current) start level is provided which -
when exceeded - will start the standby set with short time delay (5 seconds).
The level is set at 95%.
3.2.2.2.3 Black-out start function

All available DGs will be automatically started and connected to net when
blackout has been detected. First ready DG will be connected to dark net
direct without synchronizing and other DGs one after the other with
synchronizing (see item 3.2.7.6).
3.2.2.2.4 Mode selection start

Change in selected mode (harbour/manoeuvre/sea) can cause automatic start
of stand-by DG (see item 3.2.7.9).
3.2.2.3 Automatic stop

The automatic stop of the main engine includes the following functions:
- Stop of faulty engine (changeover)
- Shutdown of ME
- Load dependent stop
3.2.2.3.1 Stop of faulty engine (changeover)

When changeover occurs M.A.S. will first start up the standby engine and then
stop the faulty engine after load transfer (see also item 3.2.2.2.1).
3.2.2.3.2 Shutdown of ME
The following shutdown functions are implemented by M.A.S. safety system:
- LO inlet pressure (delay 15 sec)
- HT water outlet temp (bank A/B; delay 3 min)
KMY
SYSTEM D.352.9321.903.001 A 11 (39)
DESCRIPTION
- Main bearings of ME. These sensors are common for alarm, changeover and
shutdown. Delay for shutdown 15 seconds.
- Cylinder liner temperature. These sensors are common for alarm, changeover and
shutdown. Delay for shutdown 15 seconds.
- Electric overspeed
- Start fail (if not started inside 15 seconds)
- Generator short circuit/arc detection
- Oil mist high in crank case.
When a certain limit is exceeded then M.A.S. safety system activates the shutdown
sequence and gives an alarm.
ME shutdown from following reasons will function direct without M.A.S:
- Mechanical overspeed (direct on engine), alarm in MAS (Att. 1)
- Electric overspeed (provided by back-up relay in DG automation cabinet).(Att.1)
- LO inlet pressure (provided by back-up relay in DG automation cabinet,
delay 3 sec.) (Att. 1)
- Emergency stop from engine control desk or mimic in ECR.
Att. 1: These ME shutdowns will not automatically open corresponding generator
breaker. Breaker will open caused by reverse power.
Safety sensor fail is not causing ME shutdown.
In case of shutdown are normal stop and shutdown stop solenoids controlled at the
same time.
In case of short circuit or ARC detection in high voltage switchboard (HMS02 or
HMS03) opens corresponding generator breakers and bustie breakers in both ends of
switchboards, and corresponding MEs will shutdown.
3.2.2.3.3 Load dependent stop

The load of DG is continuously monitored and not required DG sets will be
automatically stopped (idling time for ME is 5 minutes) when the load level is
below 70% over 600 seconds for remaining DG sets.
It should be noted, that the load dependent stop function is blocked partly or
completely depending on the selected control mode (see item 3.2.7.9). Only
normal stop solenoid is controlled.
3.2.2.4 Start blockings

Implemented in M.A.S. safety system:
- Local control selected (not included in MAS start blocking output)
- Turning gear engaged
- Engine running
- Generator ready for start (not included in MAS start blocking output):
- breaker truck in isolated position
- remote control not selected
- open control for generator breaker active. This is including:
* shore connection connected
* earth fault detection of corresponding busbar section detected
A * generator protection relay REM 545 functioned
* excitation not on
* AVR syncr. voltage fuse not on
* overvoltage of generator circuit detected
KMY
SYSTEM D.352.9321.903.001 A 12 (39)
DESCRIPTION
* earth fault of generator circuit detected

* diff. protection activated
* ARC short circuit activated
* breaker open control from MAS ECR-mimic or HMS-switchboard
activated
* TI reverse supply connected
- Start fail not reseted (*)
- Shutdown not reseted (*)
- Slow turning failed (by-passed during black-out) (*)
- Lub oil inlet pressure below 0,5 bar (by-passed during short black-out < 3
min) (*)
- Following auxiliaries must run (by-passed during black-out) or be in
AUTO:
- Sea water pump
- LT-water pump
- Generator cooling water pumps
- Gen. bearing lub oil pumps
- Exh. gas econ circuit water pump
- Combustion air fan.
- Following auxiliaries must run (by-passed during black-out) and be in
AUTO:
- Prelub oil pump
- Preheating pump.
- ME speed control selected (from mimic or locally) to back-up mode (direct
control of ME speed via actuator locally or from mimic in ECR).
This signal is not included in MAS start blocking output.
ME HT water pump is engine driven.

Set ME to AUTO shall all above pumps change automatically to AUTO
mode. If some of the pumps are in local or in alarm state or not running it
shall not be possible to obtain AUTO for this engine. Set ME to AUTO
shall also change control loops for this ME automatically to AUTO
(included control loops are mentioned in drawing no: D.352.9323.903.001
Description of control loops in MAS system, see items 2.5.1, 2.5.2,
2.5.3, 2.5.4, 2.5.5 and 2.5.6).
Failed AUTO selection for ME viscosity controller do not prevent AUTO
selection for ME.
Set ME to AUTO shall also change generator breaker to AUTO. Alarm
shall be given if generator is in AUTO and breaker is not.
Auto selection fail (DGxAUTOSEL) alarm is released if some of auxiliaries
drop to manual mode during DG is running in AUTO. DG leaves running in
AUTO in this situation.
Provided by back-up relays in DG automation cabinets (9321.1A1 ...
9321.1A6):
- Turning gear engaged
- Engine running
- Start blocked by M.A.S. (items marked with (*))
- Lub oil pressure below 0,45 bar (by-passed during short blackout < 3 min)
KMY
SYSTEM D.352.9321.903.001 A 13 (39)
DESCRIPTION
Start block actuated by the back-up relay system is preventing also local
starting. Start blocked by M.A.S. is possible by-pass by push button installed
in engine control console. By using safety key system it is possible block
starting and fuel oil valves of ME to closed positions.
Start blocking criterias (via MAS) are presented on MAS mimic page. Start
blocking by-pass initiates alarm in MAS and this alarm is presented in mimic
for start blockings. By-passed start blocking are marked or presented with
blue colour in mimic.
3.2.3 Standby selection

The dieselgenerator is possible select into standby position from the VDU
provided that:
- Remote control is selected:
- on the main engine
- at the ECR mimic
- at the main switchboards (fore/aft)
- DG in auto mode
- Shutdown is not active
- Alarm start (changeover) is not active
- Start blocking is not active
- No breaker tripped, short circuit or earth fault alarms from main
switchboard concerning the individual DG set.
If all above is fulfilled is DG READY and can be selected as stand-by.
3.2.3.1 Start sequence for DG sets

It is possible to select the sequence for start of DG-sets which are in standby
position; the selected sequence determines in which order additional sets will
be started at load dependent starts (and reversed sequence for load dependent
stop). The new sequence is decided by the operator (free select).
Start sequence selector on VDU.
Gen no 5 3 6 1 4 2
1 2 3 4 5 6
Sequence
Start order selection method:
- The cursor is pointed at the generator no. to be changed, and a new number
is entered. The entered gen. no. will now be set in this position of the start
sequence and the generator previous in this position will swap to the
location where the entered generator was located.
When M.A.S. generates an automatic start request; it will send a start request
to the first priority standby diesel engine. If start failure or synchronizing time
out occurs, M.A.S. will start the next standby engine.
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SYSTEM D.352.9321.903.001 A 14 (39)
DESCRIPTION
Only DG-sets which are in AUTO and ready will be active members in the
array. Unavailable generators will not be considered in the array. A generator
which is running in manual and connected to the main switchboard will not be
treated as a connected generator for the calculation of total/available power,
because this generator will not be a reliable power source.
3.2.4 Pump controls from DG automation

Most of ME pumps are automatically controlled according to ME run
feedback. Some of pumps must run also if ME is first in sequence for stand-by
start. Fuel oil pumps are running continuously.
3.2.4.1 Prelubricating pump control

The prelubricating oil pump will start when ME is stopped, and pump will stop
after 10 seconds delay from ME RUN feedback, if pump is in AUTO mode.
Prelubricating pumps are powered from MCC with MS/ES main power
feeding.
3.2.4.2 ME heating up pump control

Pump is running when corresponding ME is stopped, if pump is in AUTO
mode.
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SYSTEM D.352.9321.903.001 A 15 (39)
DESCRIPTION
3.2.4.3 ME LT cooling water pump control

Pump is running, when corresponding ME is running or is first engine in
stand-by start sequence, if pump is in AUTO mode.
3.2.4.4 HT water pump for WHR control

Pump is running, when corresponding ME is running, if pump is in AUTO
mode.
3.2.4.5. Generator FW cooling pump control

3.2.4.6 Generator bearing lub oil pump control

3.2.4.7 EXH gas economiser circulation water pump control

Pump is running, when ME is running. Pump continues running after ME is
stopped (no automatic stop via MAS). Automatic blackout start in MAS.
3.2.4.8 ME combustion air fan control

One two-speed fan/ME. Fan starts when corresponding ME starts, fan is
running with low speed when ME load is < 65%, high speed when ME load >
65%, if fan is in AUTO mode.
Time delay between speed change of fan from high speed to low speed is 60
seconds and hysteresis 5%.
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SYSTEM D.352.9321.903.001 A 16 (39)
DESCRIPTION
3.2.4.9 ME room supply fan control

Two two-speed fans/ME room.
These fans to be controlled so, that temperature in ME room is possible keep
in suitable limits (taking care heat dissipation from DGs).
Fans are controlled according to SUM load of three generators in engine room
(see drawing no.: D.352.5650.703.001 description of engine room
ventilation), if fan is in AUTO mode. Start/stop limits are adjustable and
original setting can be as follows:
Step Master run Slave run Sum load of

generators
1 Low speed Low speed 0 ... 3 MW
2 High speed Low speed 3 ... 6 MW
3 High speed High speed Over 6 MW
Time delay between speed change of fan from high speed to low speed is 60
seconds and hysteresis 5% (same princip as presented in picture in above item
3.2.4.8) in M.A.S. system is first/second selection for ME room supply fans.
3.2.4.10ME room exhaust fan control

A Two inverter controlled fans/ME room.
These fans to be controlled so, that pressure in engine room is equalized near
pressure outside engine room, if fans are in AUTO mode.
One differential pressure sensor will be installed for measuring pressure
difference between life boat deck (SB-side) and engine room.
Measuring range of sensor - 3 ... 0 ... + 3 mBAR.
Fan is controlled from M.A.S. according to pressure difference, which equal
following speed range:
- low speed (min. limit 33%), when press diff < -0,2mBAR
- - high speed (max. limit 99%), when press diff > +0,5 mBAR
3.2.4.11Generator bearing jacking-up
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SYSTEM D.352.9321.903.001 A 17 (39)
DESCRIPTION
Pump is running during slow turning and when turning gear is used.
Control of pump is done by relay logic in DG automation cabinet.
Pump is also started when start command has been given to Main Engine and
stopped when Main Engine speed is over 80 RPM.
3.2.5 Manual change over HFO/MDO

The fuel change over HFO/MDO valve is manually remote controlled from
M.A.S.
Changeover valve 6414V009/6414V021 for ME 1 - 3 and valve
6414V109/6414V121 for ME 4 - 6.
HFO and MDO piping has been done so, that HFO can not enter in to the
MDO tank. Valves V009 and V021 changes its position at the same time:
valves V109/V121 changes its position also at the same time. If MDO is
selected for ME1 - 3 is valve V021 controlled so, that FO return after pumps
6411.001/6411.002 is entered to suction side of these pumps. If MDO is
selected for ME 4 - 6 is valve V121 controlled so, that FO is returned to
suction side of pumps 6411.003/641.004.
When MDO service is changed to HFO service for MEs changes both valves
its position and HFO return is back to HFO tank.
3.2.6 Reset from keyboard

The following parameters can be reset from M.A.S. keyboard:
- ME shutdowns (provided that the sensor activated the shutdown has
returned to normal operation condition. Mechanical overspeed require local
resetting).
- Start failure
- Stop failure
- Synchronizing time out
- DE-loading
- Cooling.
3.2.7 Power management system

The following power management functions are provided in M.A.S.:
- Automatic synchronizing of generators
KMY
SYSTEM D.352.9321.903.001 A 18 (39)
DESCRIPTION
- Frequency control (*)

- Load sharing (*)
- Load increase control
- Load dependent start/stop (*)
- Blackout monitoring (*)
- Blocking of heavy consumers (*)
- Preference trip system with recovery (*)
- Mode selection.
(*) If some of these functions are not in AUTO will PMS system initiate an
alarm.
3.2.7.1 Automatic synchronizing

The automatic synchronizing of generator is performed by the M.A.S power
management system by using DEIF FAS synchronizing units (see item 2.3).
Before synchronizing shall M.A.S. receive ready for control signal from
main switchboard.
If synchronizing exceeds 45 seconds after engine is running, a synchronizing
time out alarm will be given and in the case of automatic start the standby start
sequence starts the next available engine. Engine with synchronizing time out
alarm will be kept running until manually stopped (after reset of time out alarm
will synchronizing start again if engine has not been stopped manually.
Manual and semi-automatic synchronizing will be provided at ECR mimic
panel and at HMS2 / HMS3 front panel.
3.2.7.2 Frequency control

The network frequency is controlled by M.A.S. Woodward 723 governors are
functioning in speed droop mode, and then frequency variations caused by
droop are compensated by M.A.S. The network frequency is monitored by
M.A.S.
3.2.7.3 Load sharing

The load sharing of DGs is performed in M.A.S.
Whole power management system is running in redundant process stations. If
bustie breakers in main busbars are closed is load sharing between all six DGs
calculated/controlled via redundant process station placed in fore main
switchboard room. In case of bustie breakers of main busbars are open (HMS
02 and HMS 03 separated from together) is load sharing between DGs placed
in different ME rooms calculated/controlled independently. Redundant process
station placed in fore switchboard room is taking care load sharing between
DG 1 ... 3 and redundant process station placed in aft switchboard room is
taking care load sharing between DG 4 ... 6.
Asynchronous (unbalanced) load sharing is included in power management
system. This means that after overhaul of diesel it can run with beforehand
KMY
SYSTEM D.352.9321.903.001 A 19 (39)
DESCRIPTION
defined load certain time (for ex four hours). After this time has gone it is
possible manually change via M.A.S operator terminal load for this DG for
example to 60% and run diesel with this load next four hours. During
asynchronous load sharing are rest of connected generators taking remaining
net power.
DG automation system will transfer temporaly DG set from asynchronous
mode to synchronous mode if mean power of connected DGs exceed 100%
of nominal power.
Asynchronous mode will be ended if power of max loaded DG exceeds 105%
(delay 20 sec.).
Load sharing failure:

- In case of the power measurement signal failure load measurement for DG
is set to fixed value 11.7 MW, which presents 95% of the nominal load of
one DG. Failure is disabling load corrections to failed DG. Since value
included into power calculations is higher than the normal network load,
speed references for other diesels are increasing until failed one is stripping
due the reverse power. After trip diesel is left running until manually
stopped.
In case network load is higher than 95% speed references to healthy
diesels will slowly drop until balance situation at 95% load is reached. This
will cause higher load on failed DG and may lead to preference trip based
on current measurement or in worst case tripping of the breaker by
protection relay. Anyhow this is more safe than start to drop load on failed
diesel.
When network load reaches preset limit (default 85%) load dependant start
will start and connect new diesel to the network. This will take care that
more diesels is started if necessary, while downloading failed diesel.
Note that all diesels have frequency correction active (if selected to
AUTO), even the one with load measurement failure.
Load sharing failure alarm:

- In case any of the diesels is not following calculated load setpoint load
sharing failure alarm is released. Load has to deviate more than +/- 10% for
more than two minutes before alarm is released. If one DG is not taking
required load, the other connected diesels will have correspondingly higher
load than setpoint, which means that also the others may release an alarm.
In this kind of failure, where one diesel in not taking required load, the
other will drop load until network frequency drops and this correction
(speed up) becomes bigger than load correction (speed down).
In mimics symbol for diesel starts flashing to indicate load sharing failure.
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SYSTEM D.352.9321.903.001 A 20 (39)
DESCRIPTION
3.2.7.4 Load increase control

Normally main engines are preheated before standby start.
When M.A.S. has started the hot standby engine is maximum loading
according to diagram as presented below.
In case of blackout start or alarm start (changeover) the instaneous loading
will take place. Engine load will then be increased according to woodward 723
load ramp rate. During and 20 seconds after black out is charge air limiter by
passed on engine.
M.A.S. controlled load increase control is also not active, if engine is
controlled locally (on engine, at main switchboard or at ECR mimic).
Att: Through M.A.S. it is not possible start/load engine without preheating
(only during black-out).
3.2.7.5 Load depending start/stop

The load dependent start/stop functions are implemented in M.A.S. as defined
in items 3.2.2.2.2 and 3.2.2.3.3.
3.2.7.6 Blackout monitoring/controls

The DG-sets will be started with pneumatic MDO pumps; the blackout valves
for MEs are controlled directly by blackout relays installed in the motor
control centrals feeding ME fuel oil pumps.
If there is blackout in MCC02 and MCC03 will following blackout valves
open automatically; 6414V044 (ME1), 6414V072 (ME2) and 6414V073
(ME3).
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SYSTEM D.352.9321.903.001 A 21 (39)
DESCRIPTION
If there is blackout in MCC05 and MCC06 will following blackout valves

open automatically; 6414V144 (ME4), 6414V172 (ME5) and 6414V173
(ME6).
Open/close indications of blackout valves are installed in engine control desk.
In normal situation are bustie breakers HMS02-01Q0, HMS01-07Q0,
HMS01-01Q0 and HMS03-01Q0 closed, and bustie breakers HMS02-17Q0
and HMS03-18Q0 are open. There are also other ways as presented above to
connect three busbars together. So, normally busbars of main switchboards
HMS1, HMS2 and HMS 3 are connected together. Following bustie breakers
are equipped with synchronizing and control from M.A.S. (and also from
mimic and from main switchboards HMS02 and HMS03):
- HMS02-01Q0
- HMS03-01Q0
- HMS02-17Q0
For other bustie breakers (HMS01-07Q0, HMS01-01Q0 and HMS03-18Q0)

is arranged only open/close control from M.A.S and also from ECR mimic and
main switcboards. Att: all safety blockings for controls of above bustie
breakers are done hardwired in main switchboards. Synchronizing of bustie
breakers via M.A.S. happens only after manual command.
In appendix 1 (drawing no: D.347.app1) is presented single line diagram
where is marked breakers which are controlled/indicated by M.A.S.
Drawing no.: D.352.9130.901.002 Power generation, ECR-mimic diagram
is showing controls and indications for breakers and DGs via this hardwired
panel.
The above bustie breakers have no undervoltage trip and these will normally
remain closed in a blackout situation (if were closed before blackout).
Blackout detection is performed by monitoring all generator breakers, bustie
breakers, busbar voltage measurements in 11 kV switchboards (HMS02 and
HMS03) and position of blackout relays in high voltage switchboard. If all
information indicates blackout, then M.A.S. starts all available DGs (if not
running). The first DG set to reach full voltage will close the breaker without
synchronizing. The other started sets will be synchronised to the main bus. If
blackout is only on one side (HMS02 or HMS03) will M.A.S. start all
available MEs for this side and connect to busbar as presented above.
Detection of short circuit or earth failure will block both automatic start of
MEs and connection/synchronizing of generators to net of the concerned
busbar. If short circuit or earth failure has been detected in main (11 kV)
busbar(s) will main, bustie breakers open automatically, generator breakers
remain as these were before earth failure. If earth failure has been located in
certain generator or AC compressor motor only this failed device will be
separated by opening the breaker.
A During total blackout will breakers for all bow thrusters, AC compressors and
transformers (9121T81, -T71, -T61, -T51, -T41, -T31, -T21 and 6222.001T1-
T3, 6222.002T1 - T3, 6222.003T1 - T3) open automatically. Transformer
breakers 9121T2 (or 9121T1) and 9121T3 do not open during blackout.
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SYSTEM D.352.9321.903.001 A 22 (39)
DESCRIPTION
After recovery from a blackout initiates M.A.S. control to the following

breakers back to their originally selected positions before the blackout
occurred:
- transformer 9121T21, 2 sec after voltage recovery
A - transformer 9121T51, 8 sec after voltage recovery
- transformer 6222.002T3, 10 sec after voltage recovery
Bow thruster breakers (if needed) must close manually after blackout.
AC compressor breakers will be controlled by compressor automatic also after
blackout.
The pumps/fans as defined in drawings D.352.9310.901.008 and
D.352.9322.901.001 will be started in specific start sequence after blackout.
The propulsion transformers to be manually reconnected after blackout.
Breakers for consumers in preference trip groups 1 and 2 will be controlled
after black-out via M.A.S. to same positions as before blackout (see item
3.2.7.8).
Blocking of heavy consumers
M.A.S. will give start allowance to bow thrusters if there is

enough reserve power in net. There is in net all the time
enough power to start AC compressor. So, AC compressors do
not need separate start allowance from MAS.
The M.A.S. will be provided with outputs for start block of
four (4) bow thrusters. There will be 8 separate DOs (2 per
blocked consumer); 1 output for indication and 1 for breaker
block. There should be a continuos check by the M.A.S. of
available power for start of thrusters; there are no separate
start request signals for bow thrusters. In practice is start of
thrusters never blocked reason of available power, if the DG
automation is in AUTO mode (load dependent start/stop
on).
The thruster ready for start indication in wheelhouse and in ECR mimic is
including also signal pitch zero and hydraulic oil pressure ok. Ready for
start indication is switched off when bow thruster is running. If M.A.S.
system is failed are start blockings through M.A.S. released.
3.2.7.8 Preference trip system with recovery

Preference trip system in two steps for hotel consumers with recovery function
is included in M.A.S. as follows:
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SYSTEM D.352.9321.903.001 A 23 (39)
DESCRIPTION
Step I: Galley and AC compressors

Step II: Ventilation (air cond)
Loads to be tripped are feeded via motor controlled breakers. These breakers
are controlled by changeover control contacts from M.A.S. Open control of
breaker is done by using working current princip (control output closed).
Open/close indications of tripped breakers are connected to M.A.S. (contact
closed: breaker is closed).
Most of breakers included in preference trip function are controlled also from
emergency stop system. On next page is presented breakers/consumers e.t.c.
for preference trip system.
Function of preference trip step I via M.A.S.
- Trip is functioned if power or current of generator (highest loaded) is
105% over 10 seconds.
- The recovery of tripped breakers will start after manual reset from ECR
mimic panel when in the net is enough power to reconnect tripped
breakers.
Functions on preference trip step II via M.A.S.

- Trip is functioned if power or current of generator (highest loaded) is 105
% over 15 seconds.
- The recovery of tripped breakers will start after manual reset from ECR
mimic panel when in the net is enough power to reconnect tripped
breakers.
Total (max) power in preference trip groups is as follows:

Trip I: Galleys 1860 kW
Trip I: AC compressors 5300 kW
A Trip II: Ventilation (air cond) 2620 kW
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SYSTEM D.352.9321.903.001 A 24 (39)
DESCRIPTION
A
SWB CB Board Power Type Em. stop Trip
MS 21 1Q13 PB1051 41,2 kW Air cond. EMS TRII
MS31 1Q11 PB3011 68,3 kW Air cond. EMS TRII

MS31 3Q25 MCC3131 101,2 kW Air cond. EMS TRII




MS71 5Q34 GPB8031 316,7 kW Galley eq. TRI
MS81 1Q32 PB8042 30,9 kW Air cond/fans EMS TRII

HMS03 17Q0 1060 kW AC comp 1 TRI 1)
1) Closing control by compressor automation (also timing of reconnection after manual trip reset).
Att. Reconnection can not start before manual reset of trips in ECR mimic panel.
3.2.7.9 Mode selection
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SYSTEM D.352.9321.903.001 A 25 (39)
DESCRIPTION
A switch for selection of HARBOUR /MANOEUVRE/SEA mode will be

fitted on the main control desk in ECR.
MODE CONFIGURATION
HARBOUR One (or more) generators connected. A harbour
operation mode when power demand is low.
MANOEUVRE Two (or more) generators connected. Propulsion
motors and a combination of thrusters are
running. Generators will be connected to the
network as power demand increases. Load
dependent stop function is prohibited.
SEA Two (or more) generators connected. All
propulsion motors running. Load dependent start/
stop function in machinery automation system will
start and stop generators according to power
demand (minimum two generators connected).
Minimum number of connected DGs is according to selected mode. Manual
stop command from MAS is blocked if there is connected only minimum
number of DGs.
In any of the above basic modes it is possible to select further following bustie
modes:
1. Closed busbars
HMS03, HMS01 and HMS02 busties closed.
End busties open.
2. HMS01 and HMS02 connected
HMS03 - HMS01 busties open.
End busties open.
3. HMS01 and HMS03 connected
HMS02 - HMS01 busties open.
End busties open.
4. Isolate HMS01, HMS02 and HMS03 separated (all busties open).
The bustie mode changes will be visualized by a static graphic picture showing
the end positions of all involved breakers.
Transfer between different bustie modes will be limited. Necessary
interlockings will be arranged prior to mode changes. The bustie mode
selection mimic is possible open as a window in main power management
mimic by using soft button.
Interlockings prior to mode changes
Check before mode changing that DGs are in MAS control and engines are in
AUTO position. HMS breakers participating in mode change shall be selected
to remote control and no active faults or aux. voltage fails are allowed on
these breakers.
MSS (= Mode Selection System) has to be selected in auto in order to make
any mode selections automatically by sequences. It is not possible to select
MSS to auto, if there is ARC, short circuit or earth fault signal active in one of
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SYSTEM D.352.9321.903.001 A 26 (39)
DESCRIPTION
HMS or HMS is selected to local control. AUTO selection will set as well all
needed PMS modes to auto.
If a mode change for some reason should halt at s step in the sequence, the
system will be left in this state until reset is taken from the MSS picture. The
mode state is then a result of the reached configuration. If the system did not
end up in a known mode configuration, the operator must take manual remote
control actions in order to bring the system into a known mode.
In case of a fail occurring in some of the units which are participating in the
mode change, this will be indicated by the status FAILED for the wanted
mode. The specific error can be found from the alarm list.
In case of a FAILED mode change, the reason should be noted/analysed
before the RESET button in the MSS picture is operated.
3.2.8 Propulsion motor power management
Power management system for propulsion motors use separate signal sources,
and are independent from DG power management system. Load limit for
diesel generators can be set anywhere between 75% and 100% via GOP panel
in the engine control room desk. When power limitation is ACTIVE an alarm
will be indicated on M.A.S. VDU.
Power limitation is based on measured mean power of DGs. Max loading of
any connected DG is 2% over set load limit value (absolut maximum is
100%).
3.2.9 ME speed control

The engine speed is normally controlled by Woodward 723 digital speed
governor when operating in automatic mode through M.A.S. or in manual
mode at ECR mimic panel or HMS02/HMS03 front panel.
The operator can select from ECR mimic panel direct manual back-up speed
control via PGG-EG200 actuator by-passing Woodward 723 governor. Also
locally at engine is possible direct control engine speed from actuator with
speed setting knob (mechanical back-up). Before local control is started must
selection switch on engine change to position mechanical back-up speed
control (back-up speed control on engine is possible select only during local
control is selected).
Before starting of the engine with mechanical speed back-up must the speed
setting at actuator to be set to lowest position to avoid engine overspeed at
start. When the mechanical backup speed control is selected is starting of
engine blocked from M.A.S. and main switchboards. Synchronizing of
generator breaker and ME speed control is blocked from M.A.S. and main
switchboards if speed control for this ME is selected to mechanical back-up
mode.
ME mechanical speed back-up mode selected feedback is connected to
M.A.S. Before transferring ME speed control back to M.A.S. must first from
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SYSTEM D.352.9321.903.001 A 27 (39)
DESCRIPTION
ECR mimic panel select ME speed control via woodward 723 governor and
after this must drive mechanical speed setting to max value (abt 535 RPM)
and now it is possible select DG remote control from ECR mimic panel.
Changeover of ME speed control from woodward 723 to mechanical back-up
or Vice Verse is possible only when corresponding generator breaker is open.
The woodward PGG-EG200 actuator has two inputs:
- fuel rack position reference from Woodward 723 speed governor
- speed reference from speed setting knob from actuator.
To Woodward 723 governor has been connected two speed pickups placed on
either side of rubber coupling. If one speed sensor is faulty gives Woodward
723 governor minor alarm to M.A.S, but speed control of ME is functioning
normally by using one sensor if both speed sensors are faulty gives Woodward
723 Major alarm to M.A.S. After Major alarm ME will stop and only way
to continue with this ME is to use mechanical speed back-up control.
3.2.10Safety system override

Not included.
3.2.11Control of slow turning

Slow turning control is integrated in the M.A.S. system.
Functions in M.A.S:
- Automatic periodically slow turning for standstill MEs after every 120
minutes (if MEs in remote and auto control mode).
- Start command interrupts simultaneous slow turning.
- Manual slow turning for ME through keyboard.
- Set ME start block, if slow turning is failed. During slow turning shall ME
run two turns (after 64 impulses will pulse relay give to M.A.S. closed
contact). M.A.S. set slow turning alarm if slow turning is not ready during
40 seconds. During ME slow turning controls M.A.S. at the same time
slow turning and stop solenoids.
If ME is selected to local control is slowturning activated automatically by DG

automation relay cabinet after ME start impulse. This happens if more than
120 minutes has gone after last ME run or slowturning.
3.3 Emergency Operation

In case of whole M.A.S. system break down must control of ME, synchronizing of
generator and bustie breakers transfer to ECR mimic panel or to main switchboards
(HMS02/HMS03). All breakers controlled by M.A.S. are possible control manually from
ECR mimic panel and from main switchboards. Preference trip system is functioning also
without M.A.S.
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SYSTEM D.352.9321.903.001 A 28 (39)
DESCRIPTION
ME safety system is running in redundant process station and is functioning also if ME

control is selected to local manual control.
ME safety system is secured partly in relay logic (overspeed el/mech. and lub oil pressure).
ME emergency stop push buttons are installed in ECR mimic panel and engine control desk.
3.4 Shutdown Procedure

Not applicable. DG automation system is running continuously.
3.5 Half Ship Definition

In both engine rooms is totally separated and independent ME control and power
management system (hardware and software).
See also item 1 general description.
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SYSTEM D.352.9321.903.001 A 29 (39)
DESCRIPTION
4. Interface to Other Systems

The DG automation system is integrated in machinery automation system (M.A.S.).
All connections for DG automation system are direct hardwired from main engines and
switchboards.
All connected signals are defined in automatic cataloc 1 drawing no: D.352.9310.901.001.
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SYSTEM D.352.9321.903.001 A 30 (39)
DESCRIPTION
5. System Redundancy
See also drawing no: D.352.9310.903.001 Description of M.A.S. system, item 5.
5.1 Redundancy in Case of Fire
Fire in fore engine room (ME room 1):

- Loss of ME1 ... ME3 in worst case. I/O cabinets for DG1 ... DG3 are located in ME
room 1. For every DG is own dedicated I/O cabinet. So, fire inside I/O cabinet
damages controls and monitoring only for this diesel generator. Fire in I/O cabinet
including common signals for all three DG can cause remote control/monitoring
problems for all three DGs.
Fire in fore switchboard room:

- Loss of remote monitoring/controls via M.A.S. for DG1 ... DG3.
Fire in aft engine room (ME room 2):

- Loss of ME4 ... ME6 in worst case. I/O cabinets for DG4 ... DG6 are located in ME
room 2. For every DG is own dedicated I/O cabinet. So, fire inside I/O cabinet
damages controls and monitoring only for this diesel generator. Fire in I/O cabinet
including common signals for all three DG can cause remote control/monitoring
problems for all three DGs.
Fire in aft switchboard room:

- Loss of remote monitoring/controls via M.A.S. for DG4 ... DG6.
5.2 Redundancy in Case of Flooding

The redundancy is the same as in case of fire. Fieldbus cables between DG I/O cabinets are
galvanically separated from each other. Fieldbus cables for I/O cabinets including common
I/O signals for DGs in one engine room are galvanically isolated from fieldbus for separate
DGs. See layout drawing one page 34.
5.3 Redundancy in Case of Mechanical Failure

Affect of mechanical failure is in all cases minor as affect of fire or flooding.
5.4 Redundancy in Case of Power Failure

Redundant process stations in both engine rooms used for DG automation and power
management are divided in two cabinets. One of above cabinets is including main processor
unit and the other is including reserve processor unit. Both of these cabinets will be
equipped with own power supply units (UPS). I/O cabinets, printers, operator terminals
e.t.c. are also feeded from UPS power supplies.
Additionally all above UPS units are feeded from main- and emergency switchboard with
automatic change over.
In worst case can one short circuit inside one I/O cabinet/unit prevent functioning of this
unit, but is not affecting to functions of the other units. Required redundancy is retained in
all power failure situations.
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SYSTEM D.352.9321.903.001 A 31 (39)
DESCRIPTION
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SYSTEM D.352.9321.903.001 A 32 (39)
DESCRIPTION
6. Cautions
All auto/manual selections for DG automation to be kept in AUTO position in normal use.
Above is concerning to synchronizing black-out monitoring, load dependent start/stop,
power advance reservation for heavy consumers e.t.c.
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SYSTEM D.352.9321.903.001 A 33 (39)
DESCRIPTION
7. Document and Drawing References

7.1 Drawing References
D.352.9310.901.005 M.A.S. system block diagram
D.352.9310.901.006 M.A.S. system lay out
D.352.9310.901.001 Automatic cataloc 1
D.352.9310.901.008 Pumps connected to M.A.S.
D.352.9310.903.001 M.A.S. system description
D.352.9110.901.001 Electric distribution single line diagram
D.352.9110.901.003 Block diagram of contr/monit. of gen. sets
D.352.9130.901.002 Power generation, ECR-mimic diagram
D.352.9132.903.001 Description of power generation and distribution
D.352.5650.703.001 Description of engine room ventilation
D.352.9322.901.001 Engine room fans connected to M.A.S.
D.352.9321.915.001 DG automation circuit diagram
7.2 Abbreviations and Definitions

CPU Central processing unit
DG Diesel generator
ECR Engine control room
EXH Exhaust
HMS High voltage main switchboard
HT High temperature
I/O Input/output
LO Lubricating oil
M.A.S. Machinery automation system
ME Main engine
TC Turbo charger
WHR Waste heat recovery
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SYSTEM D.352.9321.903.001 A 34 (39)
DESCRIPTION
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SYSTEM D.352.9321.903.001 A 35 (39)
DESCRIPTION
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SYSTEM D.352.9321.903.001 A 36 (39)
DESCRIPTION
A Append. 1 Page 1 (3)
OPERATION INSTRUCTIONS VIA MAS OPERATION TERMINAL

M.A.S. GRAPHIC 3.11 POWER MANAGEMENT OVERVIEW
1. HMS 02-03 MODE SELECTIONS
When HMS02-HMS03 busbars are interconnected, selection is common for both switchboards. If
the busbars are separated, selection is independent for both switchboards.
1.1 SYNCRONIZING auto/man selection

(Tag names in system for HMS02: AUTOSYNC / for HMS03: AUTOSYNC2)
AUTO/MAN control selection/indication for generator- and bustie-breakers of the corresponding

switchboard. (See 3.2.7.1).
1.2 BLACK-OUT MONIT auto/man selection (BLMONIT/BLMONIT2)
When AUTO is selected, all available DGs of the corresponding switchboard are started
automatically after black-out. (See 3.2.7.6).
1.3 BLOCK OF HEAVY auto/man selection (BLOCKHEAVY/BLOCKHEAVY2)
Start of heavy consumers (AC-compressors and Bow thrusters) is blocked if AUTO is selected
until enough power is connected to the network. (See 3.2.7.7).
1.4 LOADEP. START auto/man selection (LOADDEP/LOADDEP2), LOAD DEP. START %-

limit setting (LDPSTART1) and LOAD DEP. START GEN LOAD %-limit setting
(AVGENPOW1.2/AVGENPOW2.2)
If AUTO is selected DGs are started automatically according to load dependent start limit (average
%, norm. 85%) and selected start sequency. (See 3.2.2.2.2).
(Delay for start is possible to set via LIMIT menu).
1.5 LOADEP STOP auto/man selection (LOADDEPTSTP) and LOAD DEP. STOP %-limit
setting (LDPSTOP)
If AUTO is selected DGs are stopped automatically according to load dependent stop limit
(average %, norm.80%) and selected stop hierarchy. (See 3.2.2.3.3).
(Delay for stop is possible to set via LIMIT menu).
1.6 LOAD SHARING auto/man selection (LOADSHARE/LOADSHARE2)
When AUTO is selected automatic load sharing for DGs is performed according to item 3.2.7.3.
Append. 1 Page 2 (3)
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SYSTEM D.352.9321.903.001 A 37 (39)
DESCRIPTION
1.7 ASYNCHRONOUS auto/man selection (UNBALANCE), ASYN LOAD SETP %-limit

setting (MASTERSP) and DG ASYN-selection
One DG can be selected to ASYN mode. ASYN LOAD SETP (%) = Fixed load set for selected
DG during automatic load sharing, e.g. 85%.
1.8 FREQUENCY GAIN %-limit setting (FREQGAIN)
Gain set for frequency correction, e.g. 70%.
1.9 LOAD GAIN %-limit setting (POWGAIN)
Gain set for load correction, e.g. 90%.
2. HMS 02-03 INDICATIONS
2.1 NOMINAL POWER (NOMPOW1/NOMPOW2)
Nominal power of the DGs connected to the corresponding network (=12320kW each DG)
2.2 CONSUMED POWER (CONSPOW1/CONSPOW2)
Consumed power connected from the corresponding network.
2.3 RESERVED POWER (RESPOW1/RESPOW2)
Indication of reserved power for heavy consumers (see 3.2.7.7).
2.4 AVAILABLE POWER (AVAILPOW1/AVAILPOW2)
Nominal power- (consumed power + reserved power).
2.5 AVERAGE GEN.LOAD (AVGENPOW1/AVGENPOW2)
Average load level %.
3. START SEQUENCY (SEE 3.2.3.1) IS SHOWN FOR NEXT DG START ORDER AND
NEXT DG IN STOP ORDER
4. SAILING MODES (INDICATIONS FOR MODE SELECTION SWITCH POSITIONS IN

ENGINE CONTROL DESK)
Append. 1 Page 3 (3)
4.1 HARBOUR (See 3.2.7.9 HARBOUR-mode) (PORT)
4.2 MANOUV (See 3.2.7.9 MANOEUVRE-mode) (MANOEUVRE)
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SYSTEM D.352.9321.903.001 A 38 (39)
DESCRIPTION
4.3 SEA (See 3.2.7.9 SEA-mode) (SEA)
5. OTHER FEATURES
5.1 PREFERENCE TRIP SEE 3.2.7.8
Position in command is indicated by text MAS when trip control is provided by M.A.S.
TRIP 1 Step 1 control output indication
TRIP 2 Step 2 control output indication
Indication of preference trips and tripped breakers is shown on the graphic 3.43.
5.2 DIRECTION OF POWER TRANSFER BETWEEN SWITCHBOARDS IS SHOWN BY

ARROWS AND +/- SYMBOLS.
(+) = Direction from HMS03 to 02, HMS02 to 01, HMS03 to 01

(-) = Direction from HMS01 to 02, HMS02 to 03, HMS01 to 03.
5.3 NC = BUSTIE BREAKER WITHOUT SYNCRONIZATION.
5.4 STATIC TEXT ABBREVATIONS FOR ALARMS
BL = Black-out
ARC = Short-circuit protection with flash and current conditions
EF = Earth fault
MAS GRAPHIC 3.21 DIESEL STARTER OVERVIEW
This graphic picture is used for controls and indications for diesel generators and generator
breakers.
MAS GRAPHIC 3.1 EL. DISTRIBUTION, 11 kV
This graphic picture is used for controls and indications of breakers in high voltage switchboards.
KMY
SYSTEM D.352.9321.903.001 A 39 (39)
DESCRIPTION

DG Automation

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Copyright:

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DG Automation

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Copyright:

Formatos disponibles

KMY

Document number Rev Page

27.02.2004 J.Jrvinen H Tissari TKo

DESCRIPTION OF DG AUTOMATION SYSTEM

Revisions Alteration or remark Date Changed by Approved by

A AS NB348, changes marked with rev A 27.02.2004 JaJ HTi

Royal Caribbean Cruises LTD

7. DOCUMENT AND DRAWING REFERENCES...................................................................................................................

The main generators are able to run in parallel without limitations.

The system comprises the following functions:

The automation system for MEs is structured as follows:

Redundant process stations are taken care the following functions:

2.1 Power Supplies

2.2 System Main Equipment

Main equipments in M.A.S. system for DG automation are as follows:

2.3 Important Fittings

Deif synchronizing relays are installed in DG automation cabinets in main switchboard

These cabinets are also including:

Att. Every diesel generator has own automation cabinet as follows:

- DG 5 automation cabinet (9321.1A5)

2.4 Safe State Definition

2.5 Control Loop Diagram

See block diagram of control/monitoring of generator sets. Drawing no.:

3.2 Normal Operation

Fore main switchboard room

Aft main switchboard room

Number in above list is showing priority level. 1 is highest level and 4 is

Control responsibility is possible take over whenever to higher priority level

3.2.2 Diesel start/stop

3.2.2.2 Automatic start

The automatic start of stand-by engine(s) includes the following functions:

3.2.2.2.1 Alarm start (changeover)

3.2.2.2.2. Load dependent start

3.2.2.2.3 Black-out start function

3.2.2.2.4 Mode selection start

3.2.2.3 Automatic stop

3.2.2.3.1 Stop of faulty engine (changeover)

3.2.2.3.3 Load dependent stop

3.2.2.4 Start blockings

* earth fault of generator circuit detected

ME HT water pump is engine driven.

3.2.3 Standby selection

3.2.3.1 Start sequence for DG sets

3.2.4 Pump controls from DG automation

3.2.4.1 Prelubricating pump control

3.2.4.2 ME heating up pump control

3.2.4.3 ME LT cooling water pump control

3.2.4.4 HT water pump for WHR control

3.2.4.5. Generator FW cooling pump control

3.2.4.6 Generator bearing lub oil pump control

3.2.4.7 EXH gas economiser circulation water pump control

3.2.4.8 ME combustion air fan control

3.2.4.9 ME room supply fan control

Step Master run Slave run Sum load of

3 High speed High speed Over 6 MW

3.2.4.10ME room exhaust fan control

3.2.4.11Generator bearing jacking-up

3.2.5 Manual change over HFO/MDO

3.2.6 Reset from keyboard

3.2.7 Power management system

- Frequency control (*)

3.2.7.1 Automatic synchronizing

3.2.7.2 Frequency control