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Technical description

4 – 20 mA

CAN/RS-485 Modbus

Power 24 VD

Low energy, high frequency radar pulses are generated by

the Signal Processing Unit (SPU) and transmitted via coaxial

cables to the Stationary Antennas installed inside each cylin

der compartment.

The antenna transmits the signal further into the open space

of the crankcase. When the sensor passes the antenna,

the radar pulse is picked up. The SAW element at the tip of

the sensor then reflects the signal which is picked up by the

stationary antenna and sent back to the processing unit for

interrogation.

The shape and characteristics of the reflected pulse deter

mine the temperature of the sensor, i.e. the bearing temper

ature. The processing unit software calculates the tempera

ture and transmits this to the engine control and monitoring

system.

The SPU uses a multiplexer to monitor up to 16 channels in

sequence. Calculation time for each channel is appr. 25 ms.

Installed on a 10 cylinder engine running at 600 rpm all 10

channels are up-dated in less than one second.

The multiplexing and low signal strength reduces noise and re

moves any danger of overhearing from one cylinder to another.

All sensors and antennas can therefore be similar. This reduces

number of variants and represents a huge benefit in terms of

keeping spares.

Mechanical design and installation

KONGSBERG US thruster family has set the industry standards for decades

being one of our all-time most selling propulsion product. US thrusters have

been the obvious choice for ship applications where reliability and performance

really matters, which is proven by thousands of vessels equipped with US

thrusters in the past. US thrusters are constantly evolving to satisfy the

customer needs with tailored solutions and services.

KEY ADVANTAGES ON USING KONGSBERG US THRUSTER

• Flexible modular design, options to choose from

• Superior thrust performance

• Future proof digital features

• Value adding services

Thrusters developed together with our customers

Towing industry is one the main market segments for US thrusters. Many

tug owners today are more and more interested in the product life cycle

costs than the lowest purchase price. Effective shipyards are searching

ways to cut both time and costs from boat building processes. The shipping

industry sets new standards for performance to be able to tow larger

vessels. We have been listening to our customers from each side and

created new features accordingly, many of them being a win-win solution

for all parties.

Purpose

• Transport chain from cable lifter

AHT winch to chain lockers at

main deck.

Principle

• The chain handling unit is self

sufficient with the exception of

main electric supply.

• The unit is designed to be mounted

on rails fixed to ship deck.

• Operation and control of the

chain handling unit is by radio

control.

Advantages

• Back tension for cable lifters.

• Increase storage capacity in

chain lockers.

• Having a chain handling unit

available, makes it possible to

install more chain lockers in

the vessel

• Main data

• Capacity:  2 x hydraulic driven

adjustable chain wheels

operating at max capacity

simultaneously.

• Skidding system: capacity to skid

both directions at full working

load. Carriage motor skidding

drive with parking brake.

• Total weight of unit: 27 T

Chain pull winch capacities

• Tension pulling: 2 to 10 T at 1 m dia.

• Speed pulling: 0 to 30 m/min.

at 1 m dia.

• Back tensioning: Same as

pulling, but tension or speed

must be adjusted according to

cooling capacity.

• Adjustable chain wheel up to

165 mm.

Carriage machinery

capacities

• Pulling capacity: 40 T at 0 to 6

m/min.

• Speed: 0 to 6 m/min.

• Hydraulic breaking: 40 T.

Rail brake

• Hydraulic rail brake capacity 4 x 10 T.

The K-Bridge 26” Multi-functional Display combines the capabilities

of individual Radar, ECDIS and Conning stations in a single unit.

The 26” MFD is designed to be deployed in multiple locations

around the bridge. In each location it operates as a fully

standards-compliant Radar, ECDIS or Conning system; and at

any time its role can be instantly switched.

This gives the bridge crew maximum flexibility to adapt the

navigation operator stations to their immediate operating

requirements.

The facility for instantly shifting command of the autopilot

between operator stations contributes further to this flexibility.

FEATURES

• 26” (1920 x 1200 pixel) flat panel colour display (TFT)

• Manual and automatic radar target acquisition and tracking

• Vector charts displayed as underlay to the radar video (in the

Radar application)

• Radar video displayed as chart overlay (in the ECDIS

application)

• Conning information adapted to the current mode of operation

(track steering, docking, dynamic positioning)

• Three colour palettes (Day, Dusk, Night) for easy adaptation

of the display to ambient light conditions

• Remote control of the autopilot in Heading, Course and Track

modes by means of a dedicated operator panel

• Planning and monitoring of sailing routes

• Operator panel with analogue adjustment for gain and clutter

settings (in the Radar application)

• Sharing of charts, sailing routes and AIS targets with other

K-Bridge operator stations across a local area network

• ENC: S-63 and S-57 Edition 3 (official charts)

• Vector charts: AVCS (UKHO), Navtor, Primar, Jeppesen/C

Map

• Raster charts (in the ECDIS application): ARCS (UKHO) or

Seafarer (AHO)

Components

The basic EM 2040P has three units: A sonar head, a

processing unit and a workstation.

The sonar head has bumpers in the corners of the face of the

transducer to protect the it if it is placed on deck, and it has

carrying handles on the sides.

The EM 2040P can be delivered with the standard processing

unit or with a splash proof (24 VDC) portable processing unit.

For completeness, data input from a motion sensor and a

positioning system is required. As is the sound speed profile

of the water column between the transducer and the bottom.

Sound speed at the transducer depth is an optional input.

Optionally, the sonar head can be delivered with mounts for

motion sensor and sound speed sensor, factory aligned for ease

of mounting.

All electronics are contained in the sonar head which is

interfaced to the processing unit via GBit Ethernet. The

processing unit also supplies 48 V power via the same cable.

Operator control, data quality inspection and data storage is

handled by the hydrographic workstation running SIS software

or by 3rd party software.

FEATURES

• High resolution

• Wide frequency range

• FM chirp

• Roll, pitch and yaw stabilisation

• Nearfield focusing – both on transmit and receive

• Short pulse lengths, large bandwidth

• Water column display

• Seabed image

• Depth rated to 30 m

• Easy to install

Options:

• Water column logging

• Extra detections

• Dual swath

The EM 2040P is a shallow water multibeam echo sounder based

on the EM 2040 technology, an ideal tool for any high resolution

mapping and inspection application.

The receiver and transmitter are integrated in a common sonar

head. The system fulfils, and even surpasses, the IHO-S44 special

order and the more stringent LINZ specification.

Key facts

The operating frequency range is from 200 to 400 kHz. The

operator can on the fly choose the best operating frequency for

the application: 300 kHz for near bottom, 200 kHz for deeper

waters and 400 kHz for very high resolution inspection. Due

to the very large operating bandwidth available, the system

will have an output sample rate up to 60 kHz. The system can

effectively operate with very short pulse lengths. The shortest

pulse is 14 microseconds, which gives a raw range resolution

(cτ/2) of 10.5 mm.

By utilizing both CW and FM chirp pulses, the system can

achieve a much longer range capability with a high resolution.

The maximum depth range in cold ocean water is 600 m at 200

kHz with a swath with up to 830 m.

The angular coverage for the 200 and 300 kHz is 140 degrees,

allowing coverage of 5.5 times water depth. For the 400 kHz

mode the angular coverage is 120 degrees.

As an option the EM 2040P can be delivered with the dual

swath capability, allowing a sufficient sounding density along

track at a high vessel speed.

Functional description

Figure 1 shows the arrangement of the SENTRY Wireless

Temperature Monitoring System installed on a 4-stroke diesel

engine.

• A wireless sensor is fitted to the moving part (e.g. the

connecting rod of an engine)

• A Stationary Antenna is fitted to a bracket inside each cylinder

compartment in a position so that the sensor will pass nearby as

the engine runs.

• Coaxial cables connect the stationary antennas with the

Signal Processing Unit fitted outside. The bulkhead penetration

is made by use of a special, high IP-grade cable gland in which

the coaxial cable shield is terminated to ground.

• The Signal Processing Unit calculates the temperature and

transmits the result to the engine control system.

The SENTRY GB-300 system is based on Surface Accustic

Wave (SAW) -and radar technology. The sensors are passive,

have no battery and are in no need of an external power source.

The KONGSBERG SENTRY GB-300 is a unique product developed for

temperature monitoring of crank pin/crosshead bearings in diesel

engines and other rotating machinery.

Features

•  Fast and reliable temperature response.

•  By providing an early warning the consequence of o bearing

seizure is reduced to a minimum.

•  The sensor is passive, has no battery and does not need an external

power source.

•  Flexible mounting, compact and simple installation.

•  Approved by classification societies as an alternative to traditional oil

mist detectors.

•  Approved for hazardous area.

X-band radar scanners

(10kW/6ft and 25kW/9ft)

X-band radar scanners  are available from Kongsberg Maritime with either

10 kW or 25 kW transmission.

The X-band 10 kW scanner is provided with a 6ft antenna.

The X-band 25 kW scanner is provided with a 9ft antenna.

Features

• Modular and solid state design.

• Optional high-speed rotation (48 rpm) for high-speed craft

(available for 10 kW/6ft model).

• Built-in power supply unit.

• Built-in performance monitor (required for IMO SOLAS vessels).

• 40m cable kit included.

• Neck heater (anti-icing) option (available for 25 kW model).

• Meets in full or exceeds the requirements of IEC 60945 and IEC 62388.

• Conforms to the relevant EU MED directives.

• Greater resolution from a smaller antenna, as compared to S-band.

• Compatible with SART transponders and radar beacons.

KEY POINTS

• Reduced antenna height

increases reliability of drive

device.

• Rotation speed of up to 48 rpm.

• Radar performance monitoring.

The MGC R4 COMPASS system is IMO type approved as a

gyro compass for navigation purposes for use together 

with a heading and bearing repeater. Very high reliability

is achieved by using Ring Laser Gyros with no rotational

or mechanical wear-out parts.

Function

The MGC is a strap-down based gyro compass

including three Ring Laser Gyros (RLG) and three linear

accelerometers. The system can operate in Attitude and

Heading Reference System (AHRS) mode and Inertial

Navigation mode. In the AHRS mode input of speed

and latitude data (VBW/VTG and GGA/GLL) is required.

External time input is also required (ZDA). In this mode

the system will output heading, roll, pitch and heave. In

the Inertial Navigation mode input of latitude, longitude,

height and time (GGA and ZDA) and PPS from a GNSS

receiver is required. In this mode the product will output

heading, roll, pitch, heave and position.

The system is delivered with configuration software.

In this software the user selects output formats on the

different communication lines in addition to other

configuration purposes.