|
資料2
国際基準検討機関に回章するIBSに関連する技術的問題 NAV48/19 ANNEX11 及び仮訳
NAV 48/19
ANNEX 11
TECHNICAL ISSUES RELATING TO THE OPERATION OF INTEGRATED BRIDGE SYSTEMS
1 Design philosophy
1.1 General
The following considerations should be taken into account for the design of interconnection and combined functions of an IBS, in accordance with resolution MSC.64(67), Annex 1, and its components. The components of the IBS should conform to the relevant individual international standards.
1.2 Integration
The integration of sensors for speed, heading and position should be such that the change of a sensor or its malfunction does not result in sudden changes of control commands or in losing manoeuvring control. This may be accomplished by appropriate filtering techniques using the information from several sources.
1.3 Functionality
It should always be clear, from which workstation essential functions may be performed.
The system should be configured to ensure that only one user has the control of an input or function at the same time. If so, all other users should be informed about it by the IBS.
2 Design aspects
2.1 General
The automatic speed control should be operated separately from the heading control.
The heading control and the automatic speed control should use a common Passage Plan database.
2.2 Heading equipment
The gyrocompass should be suitable for the speed and motion characteristics of the vessel, especially for systems which provide composite displays for radar images superimposed with chart information.
2.3 Speed measuring equipment
The method of measuring Speed and Course Over Ground with SDME versus satellites should be explained in the operation manual. The danger of loss of signal should be clarified.
2.4 Heading and Track control
2.4.1 Navigation displays
Navigation displays, in addition to the requirements for an INS (B), should also include information received from the AIS by binary message, upon selection.
2.4.2 Dynamic positioning system (DPS) and Integrated joystick controller
If a DPS or joystick control system is included in the IBS, it should conform to the relevant requirements of INS and Heading or Track Control System.
3 Operational aspects
3.1 General
The Control System is divided into automated systems, manual controls and emergency controls.
The automatic control system consists of the automatic steering, the automatic speed control and possibly the DPS, as relevant.
The manual control system contains individual steering and propulsion controls and possibly an integrated Joystick control.
The emergency controls are the main engine shut down and the override controls for steering and propulsion. The emergency controls should have direct access to the steering and propulsion devices without any automation functions.
A malfunction of the automation system should not prohibit switchover to the manual controls or to the emergency controls.
Changing of the control mode should indicate the operation mode clearly. When the control mode changes from manual to the automatic control, it should confirm the status of the set and the condition of the actuator. The order or command should be illustrated and followed.
When the control mode changes to the manual control from the automatic control, it should be possible to start manual operation from the position of the actuator.
When the control mode is changed to the Joystick or the DPS control from other control systems, there should be means to confirm that the rudder, the propulsion and the thruster actuators are in the condition to operate.
3.2 Manoeuvring stations
Transfer of the manoeuvre from one workstation to another should be permitted only by principle of calling it to the active workstation. The previous workstation should never block this transfer. The switchover should be possible by only one command. It is not allowed to use mechanical switches to transfer the manoeuvring responsibility between manoeuvring stations. A mechanical switch may block the manoeuvre to some specific station during a critical situation.
3.3 Controls
3.3.1 DP System and Integrated Joystick Controls (as relevant)
.1 The Integrated Joystick controls and the DP systems are mainly designed for slow speed manoeuvring.
.2 The DP System and the Integrated Joystick ON commands act as OFF commands to all other systems.
.3 The DP System and the Joystick system are the only systems that have separate OFF commands. Joystick or DPS cannot be disconnected by other control systems.
.4 The ON and OFF command devices should locate on the respective Joystick and DP System operation panels. The Joystick or DP OFF command places the control to the individual manual Follow Up levers.
- Individual main propeller and rudder control Follow up tillers should follow the Joystick and DP commands. This procedure ensures that the lever is in correct angle when the Joystick or DP system is switched OFF.
- If the thruster levers do not follow the Joystick or DP commands the levers should include buzzer alarms to indicate if not at zero position when not in use.
- The thrusters should go to zero in case of a malfunction I the system.
(Appendix, table 1)
3.3.2 Automatic steering and speed control
.1 The heading control and the automatic speed control should be switched on with only one command each and they should be installed in the heading control operation panel. The ON command is an OFF command for other steering devices except for the DP system or the integrated Joystick control.
.2 The Follow Up rudder tiller should be situated as close to the heading control unit as possible. The same applies to the Follow Up propulsion control levers. The heading control or the automatic speed control should not include an OFF command. They should be disconnected with the ON command from other steering devices (Appendix, table 2).
3.3.3 Individual manual controls
.1 The individual manual controls should function according to the Follow Up principle. All the manual propulsion and rudder controls should follow the orders given by the automatic speed control, dynamic positioning device or the integrated Joystick system.
.2 The individual controls should be switched on with one synchronous command for the main propellers and one for the rudders.
.3 The individual thrusters should be switched on by separate commands.
.4 The ON command is an OFF command for the same steering controls on other workstations.
.5 Any manual control device should not disconnect the dynamic positioning or integrated Joystick control.
.6 The steering arrangement should be so designed that the ship turns in the same direction as that of the wheel, tiller and joystick or control lever. (Appendix,table 3).
3.3.4 Emergency Controls
.1 Emergency controls may be operated either according to the Non Follow Up or the Follow Up principle.
.2 They should be switched on by individual commands at each device (starboard propeller, port propeller, independent or synchronized rudder controls).
.3 The emergency system ON command should also disconnect the Integrated Joystick Control or the DP system.
.4 The emergency controls should be clearly marked and easy to use. It applies to the emergency shutdown commands for the main engines and commands for propellers, rudders and thrusters.
.5 Integrating the emergency controls with normal follow up manual controls can reduce human errors. (Appendix, table 4).
3.3.5 Control system alarms
.1 Rudder and propulsion follow-up systems should generate visual and audible alarm at the emergency steering controls with a clear indication that the emergency controls should be used.
.2 The alarm should be indicated in all cases when the manual follow-up controls cannot be used.
.3 If the emergency rudder and propulsion controls are integrated with the follow-up controls used in normal manoeuvring a visual and audible alarm should indicate that the follow-up control is in emergency mode.
|
