ESP      ENG        


In the Naval Area, my knowledge of electronics, I have been successful, applying that knowledge to the repair, installation and improvement of the navigation equipment and communication of internal alarms.

Making technical specifications for the implementation of automation systems, to control them through a SCADA system. Applying the official regulations and passing naval audits on board of installed systems. Also the training of the crew for the proper use of technical equipment.

I've also been done technical assistance and commissioning on board for tune the automation equipment:

     - Fire detection system with more than 300 checkpoints.
     - Power plants management with 5 combined generators - 1.5 MW (x2) + 600 KW (x3).
     - Waterjet Control System, # 1 in propulsion systems.
     - Alarm Monitoring and Control System (AMCS), more than 5000 alarms on touch screens.
     - Configuration, programming and implementation of specific SCADA software.
     - Repair and assembly the electronic navigation systems.

  Back to top

Alarm Monitoring and Control System (AMCS)

The communication systems used are CANBus technology, so as security requirement and naval regulation to be a communication failsafe. So in case of failure in some communication link, this can be transmitted by another alternative link.

In our case, we use a tri-redundant communication link (the 3rd link is set up in reverse mode than the others 2 links), the 3 communication links never are placed at the same place than the other one. So, in the case of broken or damage in the communication link, the alarms can flow by the other communications links, making a shielded system.

The requirement of the centralized alarm system, has the main problem of all the alarms have to transmit throughout the 3 CANBus, so this high number of alarm channels, could slow down the delivery of data in the other stations. This is the main reason that I could learn knowledges of optical fiber, for to do the configuration and installation between all the stations to get more speed for transmit the data and update the current status of all the sensors in all the stations.

Engine Control Room 
Alarm Monitoring and Control System (AMCS) Stations 


  Back to top 

Waterjet Propulsion

In some vessels, the propulsion system used, has been the Waterjet due his high maneuverability, low vibration, high speed and high performance. After a few training courses, I've done technical assistance for the repair and installation of Waterjets.

As can be seen, depending on the forces applied in the different propellants we can obtain a single vector direction with which get a high maneuverability. For better understanding, I attached a video which demonstrates the basic operation of a Waterjet.

Basically the propellant consists of the following parts: the nozzle and the bucket, which added to the rotation of the nozzle and the longitudinal position of the bucket, we can obtain a force vector appropriate to the desired maneuver.

Propellant Position - Ahead 

Propellant Position - Backward 


  Back to top 

Power Management System (PMS)

Regarding the PMS Power Management System, you can see in the figure below an example of disposition of the power plant, in which the different breakers close automatically to the bus-tie through our PLC depending on the actual load conditions in bus-tie.

When the load are less than 600 kW, with an auxiliary engine would be enough for to cover all the electrical requirements. In case if the PMS need more power in the bus-tie due a high demand, automatically will start the next auxiliary engine, to cover this requirement, previously synchronized before to couple to the bus-tie and then making the load sharing between the both auxiliary engines on line.

Meanwhile the requirements for to coupling the auxiliary engines to bus-tie, when other one is on line, will be necessary to synchronize previously and pass all the conditions. It means, the auxiliary engine have to have the same voltage, frequency and phase (using the example of R phase and understanding that the S & T phases have 120º offsets between them respectively).

If the all the conditions are achived, the PLC will send a the order to close the breaker to bus-tie, the result are the both auxiliary engines running in parallel, and the load sharing between them will be equal for each engine, otherwise some engine will enter in overloaded, running as a motor instead of generator.

If the load in the bus-tie are increasing, and some of the auxiliary engines are reaching the overload area, the PLC will start the next auxiliary engine, for to share the load in bus-tie between the 3 auxiliary engines on line if will be necessary.

For example: If we have a load of 800 kW in bus-tie, and only one auxiliary is connected to bars, the PLC will start the next auxiliary engine for load sharing, 400 and 400 kW. If the load in the bus-tie increase until 1500 kW, the PLC will send an order to start the next auxiliary engine, sharing 500 kW between 3 auxiliaries. And the bus-tie have available the maximum capacity of the 3 generators coupled. It means 600x3 = 1800 kW - 1500 kW = 300 kW available.

Bear in mind that the shaft engines should have a high capacity (kW) more than the auxiliary engines, so if one shaft engine is coupled to the bus-tie, all the energetic requirement will be accomplish.

In case of 3 consecutive failures at the start of the auxiliary engine, the PLC will start the next available engine on plant. If some auxiliary engine enter in overload area (running as a motor), this one automatically will be uncoupled from bus-tie, because the auxiliary engine will take energy from bus-tie, instead of provide energy. If this happens, the PLC will start the next available engine for load sharing.

In the previous example is possible to see, how will start the shaft generator to share the load in the bus-tie. If the energetic demand is decreasing, the auxiliary and shaft engines coupled will be uncoupled automatically, in order to safe fuel.

If the PMS works with the both shaft engines coupled on bus-tie, the bus-tie breaker would be open because the shaft engines are unstable due the sea conditions. Because is too difficult to synchronize the both together, and will have high risk of blackout on plant.

Engine Room 
Shaft Engines 


  Back to top 







08.04.12                  FJMOLINA Portfolio  
    CONTACT      |      SITE MAP      |      ACCESSIBILITY      |      DISCLAIMER      |      Copyright © 2012      Apycom jQuery Menus