NOR CONTROL AUTOMATION SYSTEMS AND CONTROL PANEL

PCU 8810

                  Safety System Unit NORCONTROL SSU 8810

               PROCESS CONTROL UNIT 8810

PANEL,CONTROL,ELECTRICAL-ELECTRONIC EQUIPMENT

MFG P/N: PCU 8810

NSN: 5895-25-150-3829

FSC: 5895 - Miscellaneous Communication Equipment

MFG: Norcontrol Automation A/s

Description: PANEL,CONTROL,ELECTRICAL-ELECTRONIC EQUIPMENT

DGU 8800E

DIGITAL GOVERNOR UNIT 8800E

PANEL,CONTROL,ELECTRICAL-ELECTRONIC EQUIPMENT

Miscellaneous Communication Equipment

MFG: Norcontrol Automation A/s

Description: PANEL,CONTROL,ELECTRICAL-ELECTRONIC EQUIPMENT

Nor Control SAU Signal Acquisation Unit SAU 8810

                       NOR CONTROL SAU 8810 

                           

Norcontrol DGU-8800 Digital Governor Unit

NOR DIGITAL GOVERNOR UNIT 8800

Nor Control SAU Signal Acquisation Unit SAU 8800

Nor Control MAIN COMPUTER UNIT MCU 8562

NOR  CONTROL AUTO CHIEF 7 

We Supply Marine Automation Systems Like Nor Control Digital Governor Unit DGU-8800, VAF Instruments ODME, Data Chief 7-OCP DG-7, Oil Mist Detector, Tank Level Monitor, Fire Alaram System, Pressure & Temperature Instrumentation. Etc.

we supply all Types of Nor Control Marine Automation Systems.

Auto Chief 4	Remote Control System	NOR CONTROL
ETU	Engine Telegraph Unit	NOR CONTROL
WBU	Watch Bridge Unit	NOR CONTROL
DGU 8800	Digital Governor Unit	NOR CONTROL
OPU 8810	Order Printer Unit	NOR CONTROL
OCP 8810	Operator Control Unit	NOR CONTROL
SSU 8810	Safety System Unit	NOR CONTROL
SAU 8810	Signal Acquisition	NOR CONTROL
GCU 8810	Generator Control Unit	NOR CONTROL
MCU 8625	Main Computer Unit	NOR CONTROL
SAX 8810	Signal Acquisition Unit	NOR CONTROL
DGS 8800	Digital Governor System / ACTUATOR	NOR CONTROL

       Supplier of Marine Automation Panels 

 K-Chief 700 marine automation system

A powerful process control system that can be tailored to meet the individual requirements of complex vessels including:

• Cruise & Megayachts
• Drilling / intervention
• FPSO & FPU
• Liquid gas carriers
• Offshore support & construction vessels
• Shuttle tankers

Marine automation system, K-Chief 600

Product applications

• Alarm and monitoring system
• Auxiliary control
• Ballast automation
• Cargo automation and control
• Fire system
• Heating ventilation and air conditioning
• Management support
• Power management
• Propulsion control
• Reefer monitoring
• Trend

Marine switchboards, K-Power

Cabinets

The multiplex control cabinets are necessary segments for a package delivery of Electric Distribution System.

• Power & Lighting Distribution Boards
• Individual & Group Starters
• Battery Charging & Discharging Panels
• Electrical Testing Panel
• Shore Connection Box
• Miscellaneous customised control cabinets

Transformers

Marine transformers with working voltage up to 11kV 50/60Hz, capacity up to 10,000kVA, insulation level: B, F or H

• Self cooling dry type transformers
• Epoxy resin cast type transformers

Propulsion control systems - AutoChief

Low and medium speed, fixed or controllable pitch

AutoChief propulsion control systems are complete control and safety systems for slow and medium speed propulsion with fixed and controllable pitch propellers. The systems are available for single and dual propulsion lines. They feature a modular design, and can easily be configured for various propulsion configurations. The AutoChief features the same distributed and fully redundant architecture as our machinery automation systems, with no additional emergency telegraph system required.

Propulsion control system Auto Chief 600

The new Auto Chief 600 is based on knowledge gained through 45 years of working with the main engine manufacturers. The technology used builds on the highly successful Data Chief C20/K-Chief 600 marine automation system.

Back in 1967 we developed the Auto Chief I, the first remote control system for low speed propulsion plants. By 2013 more than 8,000 remote control systems have been delivered to vessels all over the world, including approximately 4,300 Auto Chief C20. Auto Chief has become a trademark for safe and efficient propulsion control.

Key features

The main components of the Auto Chief 600 are:

• Touch screen Control Panel
• Engine Telegraph Unit
• Engine Safety System
• Digital Governor System
• Maneuvering Recorder
• Distributed Processing Units

Few moving parts ensure that little maintenance is required. Modular design makes it easy to meet individual customer's requirements.

USED NOR CONTROL PANELS 

Signal Acquisition Unit SAU 8810

Signal Acquisition Unit - SAX 8810 

Generator Control Unit - GCU 8810

Order Printer Unit - OPU 8810

Operator Control Panel - OCP 8810 

Safety System Unit - SSU 8810 

Digital Governor System - DGS 8800

Digital Governor Unit - DGU8800 

Main Computer Units MCU 8625

Watch Calling Unit - WCU 

Datachief - DC 2000 

Remote Control System - Autochief 4

Engine Telegraph - Autochief 4

Master Clock Interface - MCI

NORCONTROL Telegraph 

Tough situation again - the ship is in narrow space with high level of traffic and "TELEGRAPH FAIL" alarm on the Remote Control System appeared.

On bridge and engine side telegraph red lamps “INTERNAL FAILURE” opened.

The "Troubleshooting guide" mentions what the reason could be: “ Missing communication between units or internal failure”. As usual the troubleshooting procedure in the manual doesn’t help.

First task is to inspect the communication between the units. The wiring is as per drawing below.

So, where to look first? Our suggestion is: GO TO THE UNIT EXPERIENCING HIGHEST LEVEL OF VIBRATIONS. And this is the EMERGENCY STAND for Main Engine control. On the pictures above you can see the stand from outside. Open the door and inspect the loop consisting of resistor and 3 diodes. It was disconnected from the terminal in this case, giving the reason for alarm.

Don’t believe the manual – the trouble doesn’t go alone after rectifying the problem. You have to push “SOUND OFF” button to reset the alarm on each stand.

Sail safe! :)

Reduction in the sulphur content of certain liquid fuels - new challenge and great risk

All individuals involved in marine business are aware of the "EU COUNCIL DIRECTIVE 1999/32/EC of 26 April 1999 relating to a reduction in sulphur content of liquid fuels. It is amending Directive 93/12/EEC and introduces 0.1% sulphur limit (m/m) for marine fuel. It's effective date is January 1, 2010 and applies to all types of marine fuels used by ships at berth for more than 2 hours in EU ports.
There is another regulation in force already - California Air Resources Board (CARB). Since July 1, 2009. It introduced MGO DMA grade at or below 1.5% S or MDO DMB Grade at or below 0.5% S
The second phase of CARB will come in force in January 1, 2012 and will insist for MDO at or below 0.1% S
It will apply to all types of marine fuel used by ships within California waters (within 24 NM of the California baseline)
Main engines, Auxiliary engines and all boilers (main and auxiliary) should run with low sulphur fuel. Such fuel could be only MGO (Marine Gas Oil)
So, the Marine Business is working hard to transform the systems initially designed to burn HFO and MDO to work on MGO as well. Making mistake could be fatal. There is a high risk of excessive evaporation, even explosion. The ordinary seaman's practice will never be the same.
So, there is a question for you:
There was a double bottom regulation, double hull regulation, low sulphur, lower sulphur regulations....
What do you thing about the Solar Tanker Idea?

IGS and pollution

This is a typical Inert Gas System diagram. Guess how it makes air and water pollution

1. Air pollution - it is designed to do it. In case the O2 exceeds the limit, the excess gas regulation valve opens to the atmosphere. Same if the gas pressure in the tanks reaches the set point. So - use it carefully.

2. Water pollution is coming from the Scrubber overboard valve. The main reason is bad burning process in the boiler, bad fuel/air ratio and their result - carbon particles in the flew gas. They will be flushed out to the sea water, surrounding the vessel. It could be due to technical malfunction or operator's mistake.
To avoid this and before you call for technical support, please do the following:
- check steam regulation valve to the burner - excessive steam pressure causes irregular fuel burning;
- avoid manual control to the boiler - in order to speed up the steaming process, many operators rapidly increase the fuel pressure, disturbing the fuel/oil ratio. As a result you have a heavy smoke from the funnel and a lot of carbon particles around the vessel. And... a lot of problems for the Captain and Chief engineer... :)