Engine Room Simulator

MAN B&W 7S80ME-C9.2 VLCC

DMS-2017A

Operators Manual
Part 2

Automation & Control

 Contents
1 M-800-V ME Control System ................................................................................................. 1
1.1 General .......................................................................................................................... 1
1.2 Change-over of control position (W/H - C/R - LOCAL) .............................................. 1
1.2.1 Control position change-over interlock ............................................................... 2
1.2.2 Alarm of “IMPERFECT WHEEL HOUSE CONTROL” ................................... 2
1.2.3 Handle match....................................................................................................... 2
1.2.4 Take command .................................................................................................... 2
1.3 Control system............................................................................................................... 3
1.3.1 Load program ...................................................................................................... 3
1.3.2 Limited speed (wheel house control only) .......................................................... 4
1.4 M/E stop–run function .................................................................................................. 4
1.4.1 M/E stop .............................................................................................................. 4
1.4.2 M/E stand-by ....................................................................................................... 4
1.5 Indicating and changing data......................................................................................... 6
1.5.1 Indicating data method ........................................................................................ 7
1.5.2 Changing security level method .......................................................................... 7
1.5.3 Setting data method ............................................................................................. 8
1.6 Safety System .............................................................................................................. 10
1.6.1 Manual emergency shut down........................................................................... 10
1.6.2 Automatic emergency shut down ...................................................................... 10
1.6.3 Automatic emergency slow down (Operate in case of the all control position) 12
1.6.4 Critical speed alarm ........................................................................................... 14
1.6.5 Wrong way alarm .............................................................................................. 14
1.6.6 Safety system monitoring function ................................................................... 15
1.6.7 Wheel house alarm repose................................................................................. 16
1.6.8 Engine speed test for safety ............................................................................... 16
1.6.9 Safety system interfaces .................................................................................... 16
1.7 Engine speed test for safety ......................................................................................... 18
2 K-Chief 600 Alarm and Monitoring System ......................................................................... 22
2.1 Functions of the system ............................................................................................... 22
2.2 Operation procedures .................................................................................................. 22
2.2.1 Basic operation .................................................................................................. 22
2.2.2 Operation of the functional zone ....................................................................... 23
 2.2.3 Operation of the main interface ......................................................................... 25
3 Watch Calling System and Engineer Safety System ............................................................. 27
3.1 Watch Calling and Extended Alarm System ............................................................... 27
3.1.1 Watch Call panel................................................................................................ 28
3.1.2 Watch Calling procedures.................................................................................. 30
3.2 Engineer’s safety system ............................................................................................. 31
4 Bridge Control Systems ........................................................................................................ 34
4.1 Main engine control in the Bridge............................................................................... 34
4.2 Ship course control ...................................................................................................... 35
1 M-800-V ME Control System

1.1 General

The engine control system (ECS: supplied by engine builder) provides the performances of
reversing, starting, stopping and speed setting of the main engine, electrically from the wheel
house, control room and engine side by means of the telegraph receiver or maneuvering dial.
This system supplies only telegraph handle (maneuvering dial) position signal to ECS.
There is provided with a safety system, which automatically slows down or automatically
shuts down the main engine at emergency such as abnormal condition of the main engine.
A manual emergency shut down device is provided to be able to shut down the main engine
for emergency such as failure of the remote control system.
Furthermore, in case of control room and local control, telegraph transmitter on the wheel
house is used as normal engine telegraph.

1.2 Change-over of control position (W/H - C/R - LOCAL)

Fig.1.1 Change-over logic of control position

1
1.2.1 Control position change-over interlock
Change-over of control room to the wheel house can not be made in the following cases.
 The control system is in abnormal condition.
 The starting air main valve is in the position other than “SEVICE”. (Please refer to
ID05)

1.2.2 Alarm of “IMPERFECT WHEEL HOUSE CONTROL”

The alarm of “IMPERFECT WHEEL HOUSE CONTROL” is given when wheel house
control is ordered under below abnormal condition. During the wheel house and control room
control，if one and more of following conditions are occurred, indication of “WHEEL
HOUSE CONTROL CONDITION” on CDP unit indicates “IMPERFECT”.
 The control system is in abnormal condition.
 The starting air main valve is in the position other than “SEVICE”. (Refer to ID05)
 Engine ready condition is not satisfied (the details are described later, Refer to 1.4.2).

1.2.3 Handle match

In case of control position change-over to wheel house from control room. Operate the
telegraph transmitter so that the indicator lamp “HANDLE MATCH” in control room lights
on (for the purpose of restraining speed fluctuation of the main engine as low as possible
during transition).
And in case of control position change-over to control room from wheel house. Operate the
telegraph receiver so that the indicator lamp “HANDLE MATCH” in control room lights on
(for the purpose of restraining speed fluctuation of the main engine as low as possible during
transition).
In case of control position change-over to local from control room. Operate the telegraph
receiver so that the indicator lamp “HANDLE MATCH” in LOP lights on (for the purpose of
restraining speed fluctuation of the main engine as low as possible during transition).
And in case of control position change-over to control room from local. Operate the telegraph
receiver so that the indicator lamp “HANDLE MATCH” in control room lights on (for the
purpose of restraining speed fluctuation of the main engine as low as possible during
transition).

1.2.4 Take command

In case of the emergency condition such as the failure of remote control system, the control
condition can be change-over to ECR or LOCAL by operating the “TAKE COMMAND”

2
push button on control room and local.
Take command condition is described as follows:

Fig.1.2 Operation pattern of TAKE COMMAND

1.3 Control system

1.3.1 Load program

Acceleration to navigation speed

By putting the telegraph transmitter into more than load program starting position of
NAV.FULL, the main engine is accelerated according to setting speed of ECS as far as the
load program starting position, but it is gradually accelerated more than that position as far as
equivalent to the telegraph transmitter position due to the program loading up mechanism.
The indicator lamp “LOAD LIMITATION” lights during loading up program.
Deceleration from navigation speed during Wheel house control
By operating the telegraph transmitter from more than load program starting position of
NAV.FULL for reducing, the main engine is gradually decelerated as far as the load program
starting position due to the program loading down mechanism in RCS, and it is instantly
decelerated less than that position as far as equivalent to the telegraph transmitter position.

3
The indicator lamp “LOAD LIMITATION” lights during loading down the program.
In case that the telegraph transmitter is operated into less than program reset level (include
stop or astern side), the program loading down mechanism does not operate.
Program cancel
By pushing the “INCREASE LIMITATION” push button switch (alternate type) provided in
the wheel house and control room, the indicator lamp turns on and the program loading up
mechanism does not operate even in case that the telegraph transmitter (receiver) is operated
to the load program position, and the main engine is accelerated according to setting speed of
ECS as far as equivalence with the transmitter (receiver) position.

1.3.2 Limited speed (wheel house control only)

(Limit of setting revolution) The upper limit of setting revolution in the wheel house control
is limited depend on the lower setting value, which is chose between the speed order by
telegraph receiver position in the control room and the setting value by tenkey on CDP unit in
control room.
The main engine can be accelerated no farther even by putting the telegraph transmitter more
than the position equivalent to limited revolution. At the same time, the indication of
“LIMITED SPEED” is displayed.

1.4 M/E stop–run function

1.4.1 M/E stop

By pushing the push button switch of “ME STOP”in control room, the signal of “FEW
REQUEST” is sent from RCS to ECS. When the ECS receives the above signal, the auxiliary
blowers as well as the hydraulic power supply are stopped automatically (Please refer to the
specification of ECS (engine control system)). Additionally, engine start has to be blocked
manually/mechanically, i.e. the following preparation is carried out manually. The following
signals are supplied from ECS Engine blocked condition.
 Main start valve blocked
 Starting air distribution system blocked
 Control air vented.
The “ME STOP” lamp keeps blinking until the above conditions are satisfied, when the above
conditions are satisfied turns to light continuously.

1.4.2 M/E stand-by

By pushing the push button switch of “ME STAND BY” in control room, the signal of

4
“STANDBY REQUEST” is sent from RCS to ECS When the ECS receives the above signal,
the ECS will automatically start the hydraulic power supply and see to that the auxiliary
blowers are operational (Please refer to the specification of ECS (engine control system)).
Additionally, the engine is manually brought into the “ENGINE READY” condition. The
“ME STAND BY” lamp keeps blinking until the following conditions are satisfied when the
following conditions are satisfied, it turns to light continuously (The following signals are
supplied from ECS).
Engine ready condition：
 Main start valve in “service” position
 Starting air distribution system in service position （ID: 05 118）
 Turning gear disengaged （ID: 05 115）
 Control air pressure OK （ID: 05 1）
 Hydraulic supply system OK.
 Auxiliary blowers operational
 ECS OK

5
 Fig.1.3 Operation pattern of M/E STOP–RUN function

1.5 Indicating and changing data

The main engine remote control system and safety system data can be checked and changed
through the data modification interface.

Push button “ ”

Fig.1.4 Indicating and changing data interface

6
1.5.1 Indicating data method

To check ten-key date, use the left-side INDICATOR on the screen.

Touching the buttons can decrease/increase the address number by 1. Data can
be shown on DATA. If no data at appointed address number, “----” can be shown on DATA.

Touch the SET button on the screen for operation.

The address setting screen below appears.

Touch the ten-key pad or buttons below on the screen to input a desired address number.

After completing the input, touching OK button make the ten-key pad close and the ten-key
data is shown on the Data field.

1.5.2 Changing security level method

Setting ten-key data requires the CHIEF-level security.

The security level can be checked by the indication on the lower left of the screen.

The initial level is USER.

If a ten key data is attempted to set at USER level, the message shown below appears,
resulting in no setting.

7
To change the security level, touch the button below on the lower right of the screen.

The PASSWORD input pad shown below appears.

Enter the password from the ten-key pad and then touch OK button.
When the password is correct, the button below is shown.

And the lower-left indication becomes following.

If the password is not correct is shown so that enter the password again.

To close the password input screen, touch “ ” button on the upper right of the input pad.
If the password input screen is displayed at CHIEF level, the level returns to USER level. In
addition, shifting to a page except ADJ. make USER level effective after tens of seconds later.

1.5.3 Setting data method

To set ten-key data, use SETTING on the right side of the screen.

8
Touching “ ”button on SETTING at CHIEF level makes the ten-key setting pad
below appear.

At first, enter a desired address from the ten-key pad and then touch “OK” button. The field
surrounded with yellow line moves from “ADDRESS” to “DATA SETTING”. The previous
set value is stored as the initial value.

Enter a new setting value from the ten-key pad and then touch “OK” button. After completing
the new data entry into microcomputer, the address input screen appears again.

If completing the new data entry into microcomputer after inputting, below indicator appears.

If not completing the new data entry into microcomputer for writing failure, below indicator
appears in this case, a setting address and data must be confirmed.

These display until finishing inputting next address number to complete the setting, touch the
button below on the lower right of the pad.

9
1.6 Safety System

1.6.1 Manual emergency shut down

Function of manual emergency shut down

Manual emergency shut down switches are provided on the following area.
 Wheel house : illuminated push button switch
(By operating, the switch works and indicator lamp lights.
By operating again, the switch returns and indicator lamp turns off.)
 Control room : illuminated push button switch
(By operating, the switch works and indicator lamp lights.
By operating again, the switch returns and indicator lamp turns off.)
 Local : illuminated push button switch
(By operating, the switch works and indicator lamp lights.
By operating again, the switch returns and indicator lamp turns off.)
With above mentioned switch operated, the fuel is cut off to stop the engine.
At the same time, alarm of “MANUAL EMERGENCY SHUT DOWN” is given and the each
cause is displayed “MANUAL SHUT DOWN” on the CDP unit.
This manual emergency Shut down can be operated regardless of the control position.
Reset of manual emergency Shut down
Resetting is operated according to the following procedure.
 In case of wheel house control:
Return the manual emergency Shut down switch, and put the telegraph transmitter in the
wheel house into stop position.
(ECS send the Shut down reset signal to the safety system.)
 In case of control room control:
Return the manual emergency Shut down switch, and put the telegraph receiver in the
control room into stop position.
(ECS send the Shut down reset signal to the safety system. )
 In case of local control:
Return the manual emergency Shut down switch, and put the maneuvering dial in the local
into stop position
(ECS send the Shut down reset signal to the safety system.)

1.6.2 Automatic emergency shut down

Function of automatic emergency shut down

10
The main engine is automatically shut down with the fuel cut off in anyone of the following
conditions.
 Over speed
 (SH-1): Main L.O. low-low pressure
 (SH-2): Non-cancelable ECS-A Shut down
 (SH-3): Non-cancelable ECS-B Shut down
 (SH-4): Cancelable ECS-A Shut down
 (SH-5): Cancelable ECS-B Shut down
 (SH-6): Thrust bearing high temperature
 (SH-7): No. 1 T/C L.O. inlet low pressure
 (SH-8): No. 2 T/C L.O. inlet low pressure
In case of over speed, emergency shut down instantly operates.
In case the others, emergency shut down operates after abnormal condition continued for a
preset time.
If the automatic emergency shut down operates, the indication of each cause will be displayed
on CDP unit and the alarm of each cause is given.
This automatic emergency Shut down operates regardless of the control position.
Cancel of automatic emergency shut down
In case of SH-4～SH-8 of above mentioned causes of automatic emergency shut down, the
alarm of “EMERG. SHUT DOWN PREWARNING” will be given after detecting abnormal
condition and the automatic emergency Shut down can be cancelled by operating “EMERG.
SHUT DOWN CANCEL” switch (illuminated push button switch by pushing, switch
operates and indicator lamp lights. By pushing again, the switch returns and indicator lamp
turns off. ) which are provided in the wheel house, the control room and local.
If the cancelable cause occurs, the indication of “CANCEL AVAILABLE” is displayed.
The alarms of “EMERG. SHUT DOWN CANCEL” on BDP unit and control room is given.
The emergency Shut down cancel switch provided on wheel house is available during wheel
house control condition.
It provided on the control room and local is available regardless of the control position.
Due to this canceling operation, the engine can be run again even still in abnormal condition.
The shut down cancel function is effective before or after automatic emergency Shut down
activation.
Individual Cancel of automatic emergency shut down
The above mentioned causes SH-4～SH-8 can be cancelled individually by using the
“INDIVIDUAL CANCEL” function.

11
The selected shut down cause is cancelled individually by operating “cancel” switch (Once
touch a push button switch, the switch is operated. Touch the button again, the switch returns)
in the “SHUT DOWN INDIVIDUAL CANCEL” screen of CDP unit. When the individual
cancel switch operates, the alarm of “EMERG. SHUT DOWN CANCEL” is given and the
indication of “INDIVIDUAL CANCEL” is displayed.
The “SHUT DOWN INDIVIDUAL CANCEL” switch is available regardless of the control
position.
The “INDIVIFUAL CANCEL” function can not be used while the Shut down back up system
is operating.
Reset of automatic emergency Shut down
Resetting is operated according to the following procedure.
Resetting is unable unless the abnormal condition has returned normal.
 In case of W/H control:
Put the telegraph transmitter in the wheel house into stop position.
(ECS send the Shut down reset signal to the safety system.)
 In case of ECR control:
Put the telegraph receiver in the control room into stop position.
(ECS send the Shut down reset signal to the safety system.)
 In case of local control:
Put the maneuvering dial the local operating panel into stop position.
(ECS send the Shut down reset signal to the safety system.)

1.6.3 Automatic emergency slow down (Operate in case of the all control
position)

Function of automatic emergency slow down

In case under any of the following conditions and such abnormal condition continued for a
preset time, the main engine is slowed down automatically to a preset speed.
 (SL-1): Crankcase oil mist high density
 (SL-2): Jacket C. F. W. inlet low pressure
 (SL-3): Piston C.O. outlet high temperature
 (SL-4): Cyl cover C. F. W. outlet high temperature
 (SL-5): Exh. gas high temperature/high deviation
 (SL6):C.FM across Cyl. cover high DP
 (SL-7): Thrust bearing segment high temperature
 (SL-8): M/E hydraulic oil leak level high

12
  (SL-9): Scavenging air box high temperature
 (SL-10): Piston C. O. outlet low flow
 (SL-11): Main L. O. inlet low pressure
 (SL-12): After stern tube bearing high temperature
 (SL-13): Slow down from EICU A
 (SL-14): Slow down from EICU B
 (SL-15): Cyl. liner C. F.W. outlet high temperature/high deviation
 (SL-16): Main L.O. inlet high temperature
 (SL-17): M/E hydraulic oil inlet high temperature
 (SL-18): C.F.W. across Cyl. liner high DP
 (SL-19): T/C L. O. inlet low pressure
 (SL-20): Axial vibration high
The SL-13&14 includes following signals:
 ME cylinder lubricator failure
 No exhaust valve movement (misfiring)
If the automatic emergency slow down operates, the alarm of each cause is given and the
indication of each cause is displayed on the CDP unit.
Alarm of “SLOW DOWN REQUEST” is given if the above mentions occur under any of
following conditions. But the main engine is not slowed down automatically.
 Slow down cancel condition
 Main engine astern running
Cancel of automatic emergency slow down
In case of SL-2～SL-20 causes of automatic emergency slow down, the alarm of “EMERG.
SLOW DOWN PREWARNING” will be given after detecting abnormal condition and the
automatic emergency slow down can be cancelled by operating “SLOW DOWN CANCEL”
switch (illuminated push button switch, by pushing, switch operates and indicator lamp lights
By pushing again, switch returns and indicator lamp turns off. ) provided on the wheel house,
the control room and the local.
In case of SL-1 of automatic emergency slow down causes, the alarm of “EMERG SLOW
DOWN PREWARNING” will be given after detecting abnormal condition and the automatic
emergency slow down can be cancelled by operating “OIL MIST H. CANCEL” switch
(Illuminated push button switch, by pushing, switch operates and indicator lamp lights. By
pushing again, switch returns and indicator lamp turns off.) Provided on the wheel house. The
control room and the local.
The indication of “CANCEL AVAILABLE” is displayed.

13
The alarms of “EMERG. SLOW DOWN CANCEL” on BDP unit and control room is given.
The above slow down cancel switch provided on wheel house is available during wheel house
control condition.
It provided on the control room and local is available regardless of the control position.
Due to this canceling operation, the engine can be run again at equivalence with the telegraph
transmitter position even still in abnormal condition.
The emergency slow down cancel function is effective by operating the slow down cancel
switch before or after automatic emergency slow down activation.
Individual Cancel of automatic emergency slow down
The above mentioned causes SL-1～SL-20 can be cancelled individually by using the
“INDIIDUAL CANCEL” function.
The selected slow down cause is cancelled individually by operating“cancel”switch (Once
touch a push button switch, the switch is operated. Touch the button again, the switch returns)
in the “SLOW DOWN INDIVIDUAL CANCEL” screen of CDP unit.
When the individual cancel switch operates, the alarm of “EMERG. SLOW DOWN
CANCEL” is given and the indication of “INDIVIDUAL CANCEL” is displayed.
The “SLOW DOWN INDIVIDUAL CANCEL” switch is available regardless of the control
position.
Reset of automatic emergency slow down
Resetting is operated according to the following procedure. Resetting is unable unless the
abnormal condition has returned normal.
 In case of WHEEL HOUSE control:
Put the telegraph transmitter in wheel house into lower than “DEAD SLOW”position.
 In case of control room control:
Put the telegraph receiver in control room into lower than “DEAD SLOW” position
 In case of local control:
Put the maneuvering dial the local operating panel into lower than “DEAD
SLOW ”position.

1.6.4 Critical speed alarm

Upon a preset time after the engine speed going between the lower limit and the upper limit of
the critical speed range, the alarm of “CRITICAL SPEED” is given.

1.6.5 Wrong way alarm

When the ECS command towards counter direction against the direction of the telegraph

14
transmitter under the local control, it is deemed a wrong way condition and after a preset time
the alarm of “WRONG WAY” is given.

1.6.6 Safety system monitoring function

In each case of the following conditions, the alarm of “SAFETY SYSTEM ABNORMAL” is
given and the indication of each cause is displayed on the CDP unit.
 Micro-computer CPU hard for safety system abnormal
 Communication abnormal
 Revolution signal (for safety system) abnormal
 Manual emergency Shut down switch circuit disconnection
 Emergency Shut down cancel switch circuit disconnection
 Emergency slow down cancel switch circuit disconnection
 Automatic emergency Shut down sensor circuit disconnection
 Automatic emergency slow down sensor circuit disconnection
 Emergency Shut down reset signal circuit disconnection (EICU-A
 Emergency Shut down reset signal circuit disconnection. (EICU-B)
The “Major Failure” or the “Minor Failure” is displayed on the BDP &CDP unit by the kind
of abnormal cause.
When the abnormal cause is backed up by SUB SYSTEM or the sensor& switch circuit
disconnection, “MINOR FAILURE” is displayed.
When both MAIN and SUB SYSTEM are abnormal condition, “MAJOR FAILURE” is
displayed.
The cause of “Minor Failure”:
 Either Main or Sub Communication abnormal
 Either Main or Sub/Evolution signal (for safety) abnormal
 Manual emergency Shut down switch circuit disconnection
 Emergency Shut down cancel switch circuit disconnection.
 Emergency slow down cancel switch circuit disconnection.
 Automatic emergency shut down sensor circuit disconnection.
 Automatic emergency slow down sensor circuit disconnection.
 Emergency Shut down reset signal circuit disconnection (EICU-A).
 Emergency Shut down reset signal circuit disconnection (EICU-B).
The cause of “Major Failure”:
 Micro-computer CPU hard for safety system abnormal.
 Both Main and Sub Communication abnormal.

15
  Both Main and Sub/Evolution signal (for safety) abnormal.

1.6.7 Wheel house alarm repose

In case of the wheel house sub telegraph “F/E” is ordered, the wheel house alarm is reposed.

1.6.8 Engine speed test for safety

Engine speed test function is provided on the CDP Unit.

And simulation test engine revolution on the safety system is able to apply.
Note: It does not become the engine speed test condition during the main engine is running.

1.6.9 Safety system interfaces

The main engine safety system provides a display interface for the Human machine interface
of the control console, When an abnormality occurs during the running of the main engine
(such as the main engine oil pressure is low, the main engine jacket cooling water temperature
is high, the main engine exhaust temperature is high, etc.), The safety system slows down or
shut down the engine, and manual emergency stop operation can also be realized.
MANUAL SHUT DOWN， AUTO SHUT DOWN and AUTO SLOW DOWN specific
information is shown in the following figures.

Fig.1.5 MANUAL SHUT DOWN display interface

16
 Fig.1.6 AUTO SHUT DOWN list interface

Fig.1.7 AUTO SLOW DOWN list interface

In the human machine interface, the functions of canceling the AUTO SHUT DOWN and
AUTO SLOW DOWN items can also be realized, as shown in the following figure.

17
 Fig. 1.8 AUTO SLOW DOWN individual cancel interface

Fig. 1.9 AUTO SLOW DOWN individual cancel interface

1.7 Engine speed test for safety

Push “ ”button, the interface shown in the figure below is popped up to complete
the overspeed alarm test and the critical speed zone alarm test.

18
 Fig. 1.10 Engine speed test interface
When the main engine is in the stop condition, the display area shown in the figure below
changes from red to green, and “SATISFY” is displayed, only this state indicates that the test
conditions are met before testing.

When the test conditions are satisfied. Push “ ”button to enter the test mode.
If any of the above conditions are not satisfied, the system automatically exits the test mode.
After the test mode is activated, the portion of the red line area below will appear.

19
 Fig.1.11 Test mode interface

Click the button shown belowed to change the test speed value.

The critical speed range shows the critical speed range and the alarm state. When the test
speed is in the critical speed zone, Critical speed alarm appears (this alarm has a certain
delay).

20
The overspeed zone displays the main engine overspeed value and the SHUT DOWN
activation state.

21
2 K-Chief 600 Alarm and Monitoring System

2.1 Functions of the system

The K-Chief 600 system is integrated with a lot of functions, including monitoring and
alarming of machinery, and watch calling of engineers. Once a parameter is out of limit, an
alarm is announced by an audible signal and the alarm group is indicated in the upper part of
the monitor. At the same time, the activated alarm will be extended to the Bridge Control
Consel and all the extension alarm panels, which are located in the accommodation rooms.
The main interface of K-Chinef 600 system is shown in Fig.2.1.
The system consists of 20 alarm groups, with 699 alarm points in all.

Fig.2.1 The main interface of K-Chinef 600 system

2.2 Operation procedures

2.2.1 Basic operation

On the upper part of the MIMIC interface, the latested two alarms which are not
acknowledged will be displayed. Fig.2.2 shows the informations displayed in the alarm
column.

Fig.2.2 The alarm column displayed on the uppart of the MIMIC interface

22
The detailed information of an alarm is shown as Fig.2.3. Operators can look up the detailed
information by clicking symbol “i” on the right side of the alarm column.

Fig.2.3 The detailed information of an alarm

It will be changed to the main interface of the K-Chinef 600 system (as shown in Fig.2.1), by

clicking the symbol “ ” on the left side of the alarm column from the MIMIC interface.
And it will be change to the MIMIC interface of the system that alarm occurs, by clicking the
clock symbol on the right side of the alarm column from the main interface of the K-Chinef
600 system. All the alarms that are not acknowledged can be looked up via the up and down
scroll arrows.
An alarm can be acknolodged by double clicking the symbol “ ”, which lies on right of
the alarm. After been acknowledged, the alarm will disappear from the alarm column. An
alarm will be silenced by click the sound off horn from the MIMIC interface or main interface
of the K-Chinef 600 system. By clicking the ACK button, ten alarms can be acknolodged at a
time.

2.2.2 Operation of the functional zone

As shown in Fig.2.1, there are 6 buttons on the main interface of the K-Chinef 600 system
(upper part, right side):
 View
 Operate
 Alarms
 Tags

23
  Tools
 System
There are three display modes of the system, which could be selected by clicking “View”
button:
- Day
- Dark
- Night
There are four operate modes of the system, which could be selected by clicking “Operate”
button:
- Sea mode
- Harbour mode
- Command control
- Watch call
There are a lot of operations about the alarms, which could be selected by clicking “Alarm”
button:
- Acknowledge
- Sound off
- Active alarms
- Alarm history
- Event history
- Alarm test
By clicking “Tags” button, the following items could be consulted:
- Tags summary
- Inhibited tags
- Overridden tags
- Counters views
Among them, by clicking “Tag summary”, all of the alarm points and its details could be
consulted. Appendix B shows the alarm lists.
By clicking “Tools” button, the following operations could be carried out:
- Trim and list control
- DPU replancement
In case of some hardwares are to be changed, the original data should be copied by clicking
“DPU replacement”.
By clicking “System” button, some operations could be carried out, and some informations

24
could be consulted:
- Change user
- Date and time
- Simulator home page
- Help
- Print
- About

2.2.3 Operation of the main interface

On the left side of the main interface, there is a “Dock” bar, including 21 nubers, which are
used to indicate the nuber of activated alarms in each alarm groups (20 groups in use, the last
group is the spare). The name of alarm groups will be displayed if the cursor is located on the
“Dock” bar. By clicking the group name which is in red and flashing, the activated alarms of
the group will be displayed. Fig.2.4 shows all of the current alarms of the first alarm group. It
includes a lot of informations, such as Time, ID, Tag, Description, Function, Alarm state,
Value, Eng unit, LimitLL, LimitL, LimitH, LimitHH, Alarm group, and so on.

Fig.2.4 All of the current alarms of the first alarm group

In the center of the main interface, there are four columns, including:
 Tabular views
 Process mimics
 Trends
 Custom views
“Tabular views” and” Process mimics” are commonly used columns.
For the “Tabular views”, it contains 9 buttons, which are used to implement the common
functions:
- Active alarms
- Alarm history
- Tag summary
- Event history
- Overridden tags

25
 - Log viewer
- Inhibit tags
- Counters list
- Tags Recovery to Initial
For the “Process mimics”, it contains the most of the MIMIC diagrams. Based on the kinds of
equipment and systems, there are ten kinds of MIMIC diagrams, including:
- System Overview
- Main Engine
- Generators
- Fuel Oil System
- Lub.Oil System
- Cooling Water System
- Pumps
- PMS
- Boiler and Seam
- Miscellaneous
For a kind of MIMIC diagram, it may be separated into several subdivisions. For example, the
“Main Engine” kind is separated into three subdivisions, including Main engine cylinder,
Main engine turbocharger, and Main engine bearing. By clicking a subdivision, the MIMIC
diagram will be displayed.

26
3 Watch Calling System and Engineer Safety System

3.1 Watch Calling and Extended Alarm System

Watch Calling and Extended Alarm System are simulating the watch responsibility transfer
and extended alarm indication. Fig.3.1 shows the Watch Calling and Extended Alarm System
Overview (ID: 134), including Watch Bridge Unit (WBU) and Watch Cabin Unit (WCU),

Fig.3.1 Watch Calling and Extended alarm system overview

The WBU Panel, as shown in Fig.3.2 (ID131) is arranged in Bridge, and the WCU Panel, as
shown in Fig.3.3 (ID133), is arranged in accommodation rooms/cabins, including chief
engineer room, 2nd engineer room, 3rd engineer room, 4th engineer room, electrical engineer
room, public room, and so on. All of the panels have the same functions.

27
 Fig.3.2 WBU Panel in Bridge

Fig.3.3 WCU Panel in Cabin

3.1.1 Watch Call panel

The Operator Station is also used when transferring machinery watch 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 to the engine control room in case
of an emergency. The panel menus and their functions are as follows.
Homepage
Bridge unit homepage features (shown in Fig.3.4):
 Control buttons for duty call functionality
 Indicators for duty engineers
 Control buttons and indicators for watch responsibility transfer and status
Cabin unit homepage features (shown in Fig.3.5):
 Indicators for duty engineers.
In addition, the top bar and the triangle for alarm group view on the bottom part of the screen
is present. These are equally displayed on both bridge and cabin units.

28
 Fig.3.4 Bridge Unit home page Fig.3.5 Cabin Unit home page

When an alarm condition occurs the buzzer will sound and the alarm is indicated on the
Watch Cabin Unit as shown in Fig.3.6. An alarm group will flash while there are
unacknowledged alarms in the group. It will turn to steady red colour when all alarms in the
group are acknowledged.

Fig.3.6 Alarm Occures

Alarm group view

The alarm group view, as shown in Fig.3.7, is able to be opened by pressing the triangle (or
bar when there is an active alarm) on the bottom part of screen.
Alarm details
The alarm details, as shown in Fig.3.8, is able to be opened by pressing th Alarms button in
the top bar. Within this view you may navigate within alarm summary and view more detailed
information of selected alarms.

Fig.3.7 Alarm group view Fig.3.8 Alarm Details

How to respond to alarms

An alarm condition triggers the buzzer and alarm indication on the Watch Cabin Unit. Do the
following:
 Push SOUND OFF.
 Read the alarm information on the display or the text next to the indicator.

29
  Take appropriate action.
 Check that the alarm disappears when the

3.1.2 Watch Calling procedures

Open the Watch Calling dialogue box

Click the button in the top bar, as shown in Fig.3.9, then the dialogue box is
displayed in ECR-Bridge Watch as shown in Fig.3.10.

Fig.3.9 ECR Watch button in the top bar

Fig.3.10 Watch Calling dialogue box

Access Watch Calling configuration
Do the following procedures to get access to the Watch Calling configuration:
 Click the button in the top bar. The dialogue box will be displayed.

 Click the button to expand the dialogue box, and it looks similar to the
following illustration as shown in Fig.3.10.
 Click the Configuration tab, and the Watch Calling configuration is now accessible.
Set on Duty engineer
Take the setting of the 2nd Engineer on duty for example:
 Open the Watch Calling dialogue box.

 Click the button, then the 2nd Engineer's Watch Calling Unit (WCU)
will be sound.
 Push the Sound Off button on the WCU.
 The 2nd Engineer has now accepted the watch.

30
  The colour of the button on the Operator Station changes to steady
green.
Set on Duty engineer off duty
Take the setting of the 2nd Engineer on duty for example:
 Open the Watch Calling dialogue box.

 Click the button.

 The 2st Engineer is now taken off duty.

 The colour of the button will be returned to grey.

Call engineer/engineers on duty
This procedure is used to call a specific engineer on duty.
 Open the Watch Calling dialogue box.

 Click the button.

 The button (or buttons) to the engineer (engineers) changes to green, and flickers
until being accepted.
 If you want to cancel the call, click Call engine duty once more. The call will then be
cancelled and the colour of the button (buttons) will return to grey.
Call all engineers on duty
This procedure is used to call all the engineers on duty.
 Open the Watch Calling dialogue box.

 Click the button.

 The colour of all button to the different engineers changes to green, and flickers until
being accepted.
 If you want to cancel the call, click Call all engine once more. The call will then be
cancelled and the colour of the buttons will return to its previous state.

3.2 Engineer’s safety system

The Engineer's safety system (dead man system) is a system for engineer fitness. When
activated, the reset button must be pressed by the engineer within a pre-defined time period. If
not, the system will indicate “Engineer fitness alarm”.
Functions of the engineer’s safety system are as follows:
 Start, stop and reset from push-buttons
 Control from the Operator Station
 Warning light activated by relay
 Alarm horn activated by relay

31
  Range check of timers according to IMO rules
When actived, the system will activate a rotating light after expired time delay. The engineer
must now reset the system. If the system is not reset within a new time period, the system will
activate an alarm. Reset can be pressed at any time.
The system will typically be activated from the Operator Station by selected alarms when
running an unattended engine room, as shown in Fig.3.11.

Fig.3.11 Operator Station in engine room

Fig.3.12 shows the Local Control overview. The system is activated and deactivated manually
by a key-switch.
Note: Through mouse right click to lock or unlock.
The system can also be activated automatically from the alarm system when an engine room
alarm occurs during unattended engine room. A number of reset push-buttons are located
around the ship.

32
Fig.3.12 Local control overview

33
4 Bridge Control Systems

4.1 Main engine control in the Bridge

The control panel fitted in the Bridge is a mimic similar with that fitted in the Engine Control
Room, and it is a part of the M-800-V ME Control System. Both panels have the same
functionality, although some minor controls are different. Fig.4.1 shows the M/E RCS Bridge
Panel (ID: 130). Not that the Bridge hais a starting air pressure gauge, which is mandatory for
all engine manoeuring positions.

Fig.4.1 M/E RCS Bridge Panel

Operation of the engine from the Bridge Control Station:

 In the Bridge panel, the “WHEEL HOUSE” mode must be selected. The control
mode could be changed over according to the procedure listed in Chapter 1 of Part 2.
 Ensure that the main engine and auxiliary systems are operational. The engineering
staff would confirm this, and would allow the engine to be placed on ECR Stand By
status.
 The engine direction and speed should be adjusted by moving the telegraph handle to
desired engine speed, by pressing the left mouse button on the handle and dragging it
to the desired point. The engine direction and speed will be displayed on the “M/E
REVOLUTION”meter, which is located on the top-left corner of the panel.
 The mimic diodes will indicate the ahead and astern command and actual camshaft

34
 position.
The Bridge is able to cancel shut downs and slow downs by pushing down the “AUTO.
SHUT DOWN CANCEL” and “AUTO. SLOW DOWN CANCEL” buttons, although they
should inform the ECR of this action. And the Bridge is able to stop the engine in emergency,
by pushing down the “MANUAL EMERG. SHUT DOWN” button.
Fig.4.2 shows the Bridge Control Console Panel (ID: 131). On the panel, there is a steering
gear alarm panel, a clock, a M/E revolution meter, a ship speed log, a rudder angle meter, a
bridge panel for watch calling, a control panel for fire and emergency fire pumps, several
emergency stop buttons for ventilation fans and oil pumps.

Fig.4.2 Bridge Control Console Panel

4.2 Ship course control

Fig.4.3 shows the Steering Panel (ID: 132). The panel is used to control the vessel
manoeuvring, by using the steering gear. On the screen, it shows the ship conditions, M/E
conditions and propeller conditions. The ship conditions can be adjusted using the XXXXXX.
Under normal sea going conditions, the following system should be operational:
 One of the three steering gear pumps would be running, ande the other two placed in
standby. These could be done through the steering gear local control panel (ID: 150).
 System Selcet set to NO.1 or NO.2.
 Mode Select set to “AUTO”.
 The rudder would be controlled automatically to achieve the desired course. And the

35
 rudder angle is displayed by the rudder angle meter, both on the Steering Panel and
the Bridge Control Console Panel.

Fig.4.3 Steering Panel

Under standby engine or manoeuvring conditions, the following systems should be

operational:
 Two of the three steering gear pumps would be running, and the other one placed in
standby.
 System Selcet set to NO.1 or NO.2.
 Mode Select set to “HAND”, so that hand steering is possible.
 Hand steering is accomplished by turning the rudder wheel to the required rudder
angle. This could be done by pressing the left mouse button on the wheel and
dragging it to the desired point. The index above the wheel is used to display the
required rudder angle.

36