KONGSBERG Vessel performance system Product description

Transcription

1 KONGSBERG Vessel performance system Product description / A/ Page 1

2 Revisions Rev. Written by Checked by Approved by Date Sign. Date Sign. Date Sign. A RMJ LBR BLM B C D Document history The information contained in this document may be subject to change at a later date (due, for instance, to availability of components). Notice will be given only in case such a change is deemed to be of any consequence for customers. Kongsberg Maritime AS shall not be liable for incidental or consequential damages in connection with the furnishing, performance, or use of this document Kongsberg Maritime AS. All rights reserved. No part of this work covered by the copyright hereon may be reproduced or otherwise copied without prior permission from Kongsberg Maritime AS. Kongsberg Maritime AS Bekkajordet P.O.Box 1009 N-3194 Horten, Norway Telephone: Telefax: / A/ Page 2

3 Table of contents 1 INTRODUCTION System overview The Fuel performance monitoring module The Engine performance monitoring module The Energy management module BUILDING BLOCKS K-Chief 600 integrated automation system Vessel Performance Station Fleet management server Segment Controller Unit (SCU) Remote Torque Interface (Rti2) Sensor Interface Unit (SIU) Kongsberg MetaPower torque meter Fuel flow measurement EPOS Maren SYSTEM DESCRIPTION Fuel performance monitoring Fuel performance software KONGSBERG MetaPower torque meter Working principle Fuel oil flow meter Fuel performance HMI Recommended inputs Engine performance monitoring EPOS (Engine Performance Optimization System) Cylinder pressure measurement Continuous cylinder pressure measurement Manual cylinder pressure measurement Required inputs Energy management system Maren / A/ Page 3

4 Definitions / Abbreviations KM Kongsberg Maritime AC Auto Chief ME Main Engine SW Software DNV Det Norske Veritas AMCS Alarm, Monitoring and Control System KVP K-Chief Vessel Performance FPS Fuel Performance System CAN Control Area Network DO Diesel Oil DPU Distributed Processing Unit ESD Emergency Shutdown FPS Fleet Performance Station GUI Graphical User Interface IAS Integrated Automation System I/O Input/ Output LAN Local Area Network MMI Man Machine Interface OS Operator Station PDS K-Chief / Data Chief Process Database RPM Revolutions per Minute VPN Virtual Private Network VPS Vessel Performance System / A/ Page 4

5 1 INTRODUCTION K-Chief Vessel Performance System Fuel Performance Monitoring Engine Performance Monitoring Energy Management Figure 1: The Vessel performance system with modules The Kongsberg vessel performance concept provides a set of tools that enables ship owners and operators to manage their vessels in ways that are more economical and ecologically beneficial, in compliance with safety regulations. Kongsberg vessel performance is divided into the following modules: - Fuel performance monitoring - Engine performance monitoring - Energy management Each of these parts contributes to a complete vessel performance picture, which forms the basis for meaningful adjustments by officers and operators / A/ Page 5

6 1.1 System overview Figure 2: System Overview The Kongsberg vessel performance concept is based on our highly distributed and modular automation technology. The following paragraphs contain a brief overview of the three modules. A more detailed description follows in the chapter System description The Fuel performance monitoring module This module shall give the operator an instant status of the torque, fuel flow and fuel consumption. Torque measurement Fuel measurement Fuel monitoring For further details, please see System description / A/ Page 6

7 1.1.2 The Engine performance monitoring module This module shall give the operator an instant status of the engine operational performance and provide the operator with guidance for engine tuning and maintenance planning. It shall help to reduce the risk for down time and enable reduced fuel consumption and environment friendly operation. The Engine performance monitoring module consists of instrumentation and measurement units which supply the vessel performance station with all necessary data: Main engine cylinder performance monitoring Auxiliary engine cylinder performance monitoring For further details, please see System description The Energy management module This module consists of functions giving the operator information and guidance on: Performance monitoring: For calculation of fuel consumption and efficiency for all energy consumers Operational manager: For trim, draft, speed and RPM /Pitch optimization. Hull and propeller fouling compared to clean hull. Analysis for other Energy consumers like Auxiliary engines, Boilers, Waste Heat Recovery System and HVAC For further details, please see System description / A/ Page 7

8 2 BUILDING BLOCKS The following sub-chapters describe the main system modules of the KONGSBERG Vessel performance system individually. These building blocks are both hardware and software entities which combined constitute a complete system. The interplay between the different building blocks is described in the chapter System description. 2.1 K-Chief 600 integrated automation system The integrated automation system K-Chief 600 is a modular system that allows us to meet individual ship owner s requirements using standard modules. Operator Stations (OS): Their main functions are to receive alarms and to allow monitoring and control of the system. They can display mimic diagrams, allow control of the Watch Calling System and print various logs. They also enable the operator access to Distributed Processing Units for inspection of variables, remote operation of equipment adjustment of parameters etc. Operator Panels (CRP/INP/ALC/TCP): Their main functions are to act as status and command panels for the Operator Stations. They also include a keypad for entering number values into the system and/or a trackball for controlling cursor position on the Operator Station screen. Distributed Process Units (DPU) The main functions of the Distributed Processing Units are to monitor analogue or digital sensors and to provide analogue and digital output to different devices. All units have the same mechanical construction and are built using the same electronic design principles. The various DPU s used by the Vessel performance system is described in the following paragraphs. 2.2 Vessel Performance Station The vessel performance station is a K-Chief 600 operator station with a specific set of functionality not available in the normal operator station. The vessel performance station is: Able to integrate third party applications ( EPOS, Maren etc) Responsible for data exchange with third party applications / A/ Page 8

9 2.3 Fleet management server The server is a "black box" unit and shall not contain display or user interface units; it shall be operated by using remote desktop. The server shall not require any maintenance or operation by the crew onboard the vessel, it shall be fully configured and maintained by KM. The core functionality of the Fleet management server is: Integration between all third party software as EPOS, Maren, Lodic, K-Log etc. and K-Chief 600. A secure connection between K-Chief 600 and the ship administrative network Availability of administrative functionality to the crew and officers onboard the vessel as i.e. Ship viewer on Chief engineer office or the use of electronic logbooks. The Fleet management server will give the ship owner access to the K-Chief 600 system ashore through a secure web server. This will give the owner more control over the entire fleet s performance through mimics, alarm lists, trends, logbook pages etc. 2.4 Segment Controller Unit (SCU) The Segment controller unit is a dual four channel CAN gateway. The main function of the SCU is to process messages from the local CAN-bus segment and send them on the global process bus, where they are available for other system gateways. 2.5 Remote Torque Interface (Rti2) The Rti2 is a distributed process unit (DPU) developed by Kongsberg. It is an intelligent unit where up to 2 shafts can be connected. The Rti2 will provide output for shaft torque, shaft rpm and calculated shaft power. The output may be published via the segment network (CAN-bus), on RS 485 Modbus serial line or as 4-20mA signals. 2.6 Sensor Interface Unit (SIU) The SIU is a distributed process unit (DPU) developed by Kongsberg. It is an intelligent unit where up to 4 cylinder pressure sensors may be connected. The SIU will interpret ate the signals from the connected sensors and publish the result to the segment network (CAN-bus). The SIU is also responsible for the acquirement of raw data for engine performance analysis / A/ Page 9

10 2.7 Kongsberg MetaPower torque meter Kongsberg MetaPower measures RPM (revolutions per minute), torque and power output on the propeller shaft(s). The system is a digital measuring system using a laser beam for the detection of the shaft torque, the shaft RPM and consequently the transferred power. The MetaPower system offers high accuracy and good long term stability. 2.8 Fuel flow measurement A flow meter with high accuracy and excellent repeatability is required. The flow sensor will be setup for monitoring the flow measured in kg/h. The flow meter itself is able to provide fuel oil specific gravity and temperature. A reliable flow meter is vital in order to achieve correct emission calculations. Accepted accuracy is +/- 0,25% or better. The flow meters provide high accuracy and excellent repeatability. Narrow band pass digital filtering and the mathematically modelled internal primary head design with AST (Adaptive Sensor Technology) provide exceptional immunity to external disturbances caused by vibrations from nearby process equipment. 2.9 EPOS EPOS is a software module for the monitoring and automatic diagnosis of large-bore combustion engines and their auxiliaries. The module delivers the engine status and hints based on a deep expert look into the engine Maren Maren is an energy management analysis software module. The integration of Maren in K-Chief 600 will provide the user with a full overview of the vessel status and enable the user to optimize the voyage / A/ Page 10

11 3 SYSTEM DESCRIPTION Kongsberg s extensive experience and knowledge in navigation, propulsion and machinery control systems have made us capable of designing a modular vessel performance concept, which contributes to improved fuel efficiency and reduced emissions. In order to optimize the total energy consumption of the ship, the Kongsberg Vessel Performance System (VPS) addresses specific areas for improvement, such as engine optimization, speed profile, optimal trim, draft and heading thereby also reducing operating costs. The system has been installed and proven successful on various types of ships. The Kongsberg VPS provides a set of tools that enable ship operators to manage their vessels in a more economical and environmentally beneficial way, all in compliance with the present safety regulations. Fleet Management Server K-Chief 600 LAN AVL EPOS MAREN Vessel Performance Station K Chief 600 Operator Station AVL EPOS MAREN remoting Remote Desktop Dual process network (CAN) SCU Online cyl. press. meas. SCU Auxilary engines SIU SIU SIU SIU SIU SIU HFO Rti2 Offline cyl. press. meas. SIU MetaSystem Propeller SIU Figure 3: The Vessel performance system The Kongsberg VPS can be delivered as an integrated part of the K-Chief 600 automation system, or as a stand-alone system, with independent operator stations. Input from third party components is received using standard NMEA protocols. The system offers a user-friendly human machine interface and a practical selection of process pictures. The Kongsberg VPS is based on our highly distributed and modular automation technology / A/ Page 11

12 Figure 4: The Vessel performance overview mimic The system concept comprises three main modules: Fuel Performance Monitoring Engine Performance Monitoring Energy Management / A/ Page 12

13 3.1 Fuel performance monitoring Fleet Management Server K-Chief 600 LAN Vessel Performance Station K Chief 600 Operator Station Dual process network (CAN) SCU SCU Auxilary engines Online cyl. press. meas. SIU SIU SIU SIU SIU SIU HFO Rti2 Offline cyl. press. meas. SIU MetaSystem Propeller SIU Figure 5: The Fuel performance module 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 invaluable information on the most economical operation. The module provides an overview of the propeller, shaft and main engine. Based on the acquired measurements, the Fuel Performance Monitoring module calculates a set of performance parameters, including: Fuel performance software Fuel performance software is needed for the calculation of: Momentary fuel consumption for each engine in kg/hrs Total momentary fuel consumption in kg/hrs Hull efficiency in kg/n.m Engine efficiency for each engine in g/kwh Shaft power for each shaft in MW Total shaft power in MW Duration of voyage in hrs Distance traveled in N.M Accumulated fuel consumption for each engine in Tons Total accumulated fuel consumption in Tons / A/ Page 13

14 Accumulated propeller shaft power for each shaft in MWh Total accumulated propeller shaft power in MWh KONGSBERG MetaPower torque meter The main benefits of the MetaPower system are: Continuous, highly accurate measurements Reliable and maintenance-free Robust construction Suitable for any shaft diameter Easy to disconnect and connect after propeller shaft inspection. Displays and indications integrated in K-Chief 600 and AC C20. The system does not need strain gauges or any type of delicate electronics glued to, or mounted on the rotating shafts. Figure 6: Torque meter mimic / A/ Page 14

15 Working principle Figure 7: Torque measurement working principle A light beam is transmitted from the Remote torque interface (Rti2) to a specially designed optical fork. The beam in the air gaps is pulse modulated by the coding wheels mounted on the rotating shaft at an adequate distance from each other. The generated pulse pattern will depend on the shaft speed and torque. The resulting LED light signal contains the information on the torsional angle between the two cuts of the rotating shaft. In addition, the signal contains the information on the shaft RPM. The signal is detected by one single light sensitive sensor in the Rti2 unit. The modulated light pulses are converted to electronic pulses for the further processing. In this way the following can be measured and read out: The RPM of the shaft The torsional angle between two cuts of the shaft, i.e., the torque The power transferred by the shaft Fuel oil flow meter The flow meters are connected to KONGSBERG DPU s and update the K-Chief 600 continuously with: The mass flow measured in kg/h or volume flow in m 3 /h. The fuel oil specific gravity and the temperature. This will be transferred to the K-Chief 600 system from the flow meter with the aid of conventional analogue signals or pulses. The result of the measurement will be presented in a dedicated mimic picture.. For the main engine the result will be presented in Kg/h (or m 3 /h), and g/kwh / A/ Page 15

16 3.1.4 Fuel performance HMI The fuel performance MIMIC gives the operator a tool to see the operational performance of the vessel. The MIMIC is customer specific and can be adapted to the need of the customer. To be able to get maximum performance from the MIMIC, Kongsberg recommends installing: MetaPower shaft torque meter. High accuracy fuel flow meter. High accuracy cylinder lub. oil flow meter. Figure 8: Fuel performance monitoring / A/ Page 16

17 3.1.5 Recommended inputs The following input is recommended in order to achieve optimal indications and advice. Speed through water Trim/ list signal Draft signal Rudder angle Wind speed and direction Propeller pitch signal (If controllable pitch) Speed over ground (GPS) ME RPM signal The input signals should be analogue or on serial interface / A/ Page 17

18 3.2 Engine performance monitoring Fleet Management Server K-Chief 600 LAN AVL EPOS Vessel Performance Station K Chief 600 Operator Station AVL EPOS remoting Remote Desktop Dual process network (CAN) SCU SCU Auxilary engines Online cyl. press. meas. SIU SIU SIU SIU SIU SIU HFO Rti2 Offline cyl. press. meas. SIU MetaSystem Propeller SIU Figure 9: The Engine performance system EPOS (Engine Performance Optimization System) EPOS is a software application for the monitoring and automatic diagnosis of large-bore combustion engines and their auxiliaries. The application delivers the engine status and hints based on a deep expert look into the engine. EPOS displays the engine status via a simple traffic light style indicator. If integrated fault patterns are identified, the system can provide an according output for problems in fuel injection system combustion process liner/piston behaviour exhaust valves / A/ Page 18

19 Figure 10: The Engine performance overview mimic The system provides the operator with main engine performance status based on the engine cylinder pressure. The cylinder pressure are monitored by online or offline cylinder pressure sensor(s). This will provide the user a tool to optimize the engine to reduce fuel consumption. The engine analysis is provided by EPOS and integrated in K-Chief Cylinder pressure measurement Cylinder pressure measurement can be used both for 2 and 4 stroke engines. Data from cylinder pressure sensors, fuel sensors and other signals that are closely related to the rotation of the engine are processed in real-time and transferred to the K- Chief system by the Sensor Interface Unit (SIU). The combustion analysis gives the engine status and hints based on a deep expert look into the engine. The analysis tool provides support regarding the challenge of variable fuel quality. A detailed guide for adjustments of the engine tuning is displayed in the K-Chief / A/ Page 19

20 Figure 11: EPOS displayed within K-Chief 600 OS in split screen Continuous cylinder pressure measurement Continuous cylinder pressure measurement is performed by using sensors permanently mounted on each cylinder. The pressure measurement will be performed continuously. Acquisition of real-time data for pressure curves can be triggered from K-Chief / A/ Page 20

21 Figure 12: AVL EPOS integrated into K-Chief Manual cylinder pressure measurement Manual cylinder pressure measurement is performed by using the same measurement sensor and modules as for continues measurement. The data sampling will be done by using a mobile sensor. The actual measuring process is performed at one cylinder after the other under preferably constant engine operation condition / A/ Page 21

22 Figure 13: The Aux. engine performance mimic The combustion analysis inside EPOS uses verified routines. The subsequent diagnosis algorithm is based on these results and uses different state of the art methods and physical models. Data from shop test, sea trials or real condition status trials (RCST) can be used as references for the diagnosis. The human-machine-interface HMI contains a representative status - the traffic light - for simple overview. Further screens show measurement data and diagnosis in different detail and depth. Customer specific reports can be generated. The customer benefits using EPOS are: Information about engine condition and possible faults can be received regularly or on user demand. The diagnostic will also be viewed on the K-Chief 600 operator stations. Recommendations for optimum engine performance and adjustment are extractable. Reports can be printed or saved Required inputs Scav.air inlet press (bar) Engine room atmospheric pressure (bar) Exhaust gas temp ( C) Fuel index (%, mm) / A/ Page 22

23 Shaft power (kw) Engine speed (rpm) Engine room temperature ( C) Coolant temperature ( C) The Engine Performance System can be further expanded with Kongsberg Bearing Wear, cylinder liner temp and main bearing temp sensors.this will provide the user with a comprehensive overview of the engine status at all times. The system can be used for condition based maintenance. Figure 14: The Main engine performance overview mimic Kongsberg engine performance system contributes to: Reduced fuel consumption Reduced maintenance costs Improved maintenance planning Reduced risk for engine damage Cylinder load balance Optimisation of engine-running conditions Documentation of engine condition to class societies and insurance companies Calculation of CO2, NOx and SOx (optional) / A/ Page 23

24 3.3 Energy management system Fleet Management Server K-Chief 600 LAN MAREN Vessel Performance Station K Chief 600 Operator Station MAREN remoting Remote Desktop Dual process network (CAN) SCU SCU Auxilary engines Online cyl. press. meas. SIU SIU SIU SIU SIU SIU HFO Rti2 Offline cyl. press. meas. SIU MetaSystem Propeller SIU Figure 15: The Energy management system Maren Maren is an energy management analysis system. The integration of Maren in K-Chief 600 will provide the user with a full overview of the vessel status and enable the user to optimize the voyage. Maren gives the operator a fuel consumption and monitoring tool to access the operational economy of the vessel s propulsion and voyage. Momentary and accumulated values for fuel consumption and propeller shaft power during a round-trip or sea voyage are monitored, displayed and made available for printed reports. The calculations can be used by the crew or fleet manager. Maren calculates a set of performance parameters based on the acquired measurements. Fuel consumption for each engine in kg/hrs Fuel consumptions for main engine in g/kwh Total fuel consumption in kg/hrs Fuel Performance in kg/nm Shaft power for each shaft in MW Total shaft power in MW Duration of voyage in hrs / A/ Page 24

25 Distance travelled in nm (nautical mile). Accumulated fuel consumption for each engine in Tons Total accumulated fuel consumption in Tons Accumulated propeller shaft power for each shaft MWh Total accumulated propeller shaft power MWh Figure 16: Maren energy management mimic in split screen Kongsberg Maritime provides engine and propulsion optimization with modules for hull performance calculations. Modules available are: Hull/resistance calculations (hull / propeller fouling), trim optimization, optimum speed calculations, economic speed calculations, plus the associated reporting functions available on special request. The system provides the operator instant status of the vessel operational performance based on measured output (Torque) in relation to consumed fuel oil and speed. Additionally the Trim \List and Draft is provided at all times. Kongsberg energy management system provides: Fuel consumption (Kg\h) and Fuel performance (Kg\nm) Reduced fuel consumption Trim\List information with advices Pitch, RPM and Load information with advices Optimisation of engine-running conditions / A/ Page 25

26 Documentation of vessel condition to class societies and insurance companies Calculation of CO2, NOx and SOx (optional) The Energy management system is using a vessel model to compensate for environmental effects like wind, waves, sea current and operational parameters like speed, trim, draft, RPM/ (Pitch), torque etc.. The vessel model will be improved over time. Depending on the agreed scope the system has potential to guide in following parameters: Optimal Trim Optimal Draft Optimal Speed (Advanced speed pilot) Optimal Heading Optimal RPM / (Pitch) Hull/propeller fouling compared to Clean Hull Other Energy consumers can be included and be analyzed for optimal operation. This can typically be Power Management system, Boilers, Waste Heat Recovery System and HVAC This module will also include more advanced reports and route comparing functionality to the Fuel Performance Monitoring system / A/ Page 26

27 Figure 17: Maren displayed within K-Chief 600 OS / A/ Page 27