TSX5 User Manual

© SEASYSTEMS TECHNOLOGY LTD (T/A SEATECHNIK) 2011 Operation and Maintenance Manual
Airfield View,
Manor Lane,
Hawarden Industrial Estate
Hawarden, Deeside, UK CH5 3QW
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Email: admin@seatechnik.com
TSX-5 SHAFT POWER METER
OPERATION & MAINTENANCE MANUAL
ISSUE AND AMENDMENT CONTROL
Issue Detail Approved Date

A Initial Document JAC 08/02/07
1 First Issue JAC 31/03/08
2 Various amendments JAC/KS 24/06/08
3 For software issue 3 JAC 15/07/08
4 For Software issue 4 JAC 20/09/08
5 For software issue 5 JAC/AJR 14/10/08
6 For software issue 6 JAC/AJR 07/07/09
12 For Software issue 12 JAC 17-10-11
13 For Software Issue 13 JAC 28-05-12
UM-8550-0-13 TSX5 User manual.doc 1 of 54

BLANK PAGE

CONTENTS
FIGURES .................................................................. 4 4.2.1 TORQUE BRIDGE ................................ 38

EQUATIONS ............................................................ 4 4.2.2 THRUST BRIDGE ................................. 40
ABBREVIATIONS .................................................... 5 4.2.3 ROTOR COMPONENTS ...................... 40
1 INTRODUCTION ....................................... 7 4.3 STATOR COMPONENTS ............................ 41
1.1 TORQUE MEASUREMENT TECHNIQUE... 7 4.4 SETTING UP PROCEDURES..................... 41
1.2 OVERVIEW OF THE TSX5 SHAFT 4.5 WIRING CONNECTION ............................... 41
POWER METER .............................................. 7 APPENDIX A -TORQUE STRAIN GAUGE ZERO
1.3 NMEA Output.................................................... 8 OFFSET CALIBRATION TABLE .......................... 43
1.4 TORQUE - THEORETICAL OPERATION . 10 APPENDIX B – THRUST STRAIN GAUGE ZERO
1.5 SPEED - MEASUREMENT AND OFFSET CALIBRATION TABLE .......................... 45
DIRECTION SENSING ................................. 10 APPENDIX C - FULL
1.6 CALCULATION OF POWER........................ 11 CALIBRATION/COMMISSIONING CHECKSHEET
1.7 THRUST - THEORETICAL OPERATION .. 11 ................................................................................ 47
1.8 MEASUREMENT ACCURACY .................... 11 APPENDIX D – TSX5 GREEN PASSPORT &
1.9 SYSTEM CALIBRATION AND ZERO MATERIAL INFORMATION FOR COMPLIANCE
ERROR ........................................................... 12 WITH Appendix 2 of MEPC.179(59) Inventory of
2 DESCRIPTION AND OPERATION ......... 12 Hazardous Materials (IHM) .................................. 50
2.1 STATOR UNIT & COMPONENTS .............. 12
2.2 ROTOR UNIT & COMPONENTS ................ 13
2.3 LCD DISPLAY ................................................ 15
2.4 POWER HEAD ............................................... 15
2.5 OPERATION ................................................... 16
2.5.1 START-UP SCREENS .......................... 16
2.5.2 NORMAL MODE .................................... 17
2.5.3 DIAGNOSTIC MODE ............................ 19
2.5.4 CONFIGURATION MODE .................... 23
2.5.5 LOSS OF COMMUNICATIONS ........... 25
3 MAINTENANCE ...................................... 27
3.1 ROUTINE TORQUE ZERO OFFSET
CALIBRATION PROCEDURE ..................... 27
3.2 ROUTINE THRUST ZERO CALIBRATION
PROCEDURE ................................................ 29
3.3 DIAGNOSTIC CHECK PROCEDURE ........ 30
3.4 MECHANICAL MAINTENANCE .................. 31
3.5 ALIGNMENT OF ROTOR AND STATOR
COMPONENTS ............................................. 31
3.6 GENERAL TESTING & FAULT FINDING .. 32
3.7 COMPONENT TESTING .............................. 33
3.7.1 MAIN I/O PCB......................................... 33
3.7.2 TESTING THE PSU AND VOLTAGE
REGULATION ON THE MAIN I/O PCB34
3.7.3 TESTING THE TELEMETRY SYSTEM34
3.7.4 TESTING THE ANALOGUE
OUTPUTS ............................................... 34
3.7.5 TESTING THE DIGITAL OUTPUTS ... 34
3.7.6 TESTING THE ALARM OUTPUTS ..... 35
3.7.7 EXTRA OUTPUTS ................................. 35
3.7.8 TESTING THE POWER HEAD
SUPPLY AND CURRENT LIMITING .. 35
3.7.9 TESTING THE LCD DISPLAY ............. 36
3.7.10 TESTING THE ROTOR PCB ............... 36
3.7.11 Pairing and I.D. settings ........................ 37
4 INSTALLATION....................................... 38
4.1 LOCATION ...................................................... 38
4.2 STRAIN GAUGING ........................................ 38

FIGURES
Figure 51 – Alternative Torque Strain Gauge
Figure 1 - Shaft Surface Distortion .............................7 Installation............................................................ 39
Figure 2 - System Block Diagram ...............................9 Figure 52 - Rotor Ring Torque and Thrust Gauge
Figure 3 - Strain Gauge Bridge .................................10 Positioning ........................................................... 40
Figure 4 - Speed Measurements ..............................10 Figure 53 - System Inter-Connection ...................... 42
Figure 5 - Rotor Rings ................................................13
Figure 6 - IP67 display ...............................................15
Figure 7 - Panel mount display .................................15 EQUATIONS
Figure 8 - Stator post & Power Head .......................15
Figure 9 - Splash Screen ...........................................16 Equation 1 – Wheatstone bridge output.................. 10
Figure 10 - Normal Mode Live Data (Big Font) ......17 Equation 2 – Strain gauge output ............................ 10
Figure 11 - Normal Mode Live Data (No Thrust Equation 3 – shaft’s rotational speed (RPM).......... 10
Option) ..................................................................17 Equation 4 – Power calculation (kW) ...................... 11
Figure 12 - Normal Mode Live Data (Small Font) ..17 Equation 5 – Simplified power calculation (kW) .... 11
Figure 13 - Normal Mode Live Data (Small Font / No Equation 6 – Torque calculation............................... 11
Thrust Option) ......................................................17 Equation 7 – Power calculation using Torque........ 11
Figure 14 - Normal Mode Cumulatives (Big Font) .18 Equation 8 – Torque zero offset (maintenance) .... 27
Figure 15 - Normal Mode Cumulative (Small Font)18
Figure 16 – Periodic Cumulative (Big Font) ............18
Figure 17 – Periodic Cumulative (Small Font) ........18
Figure 18 - Diagnostic Mode Selection....................19
Figure 19 - Power Transfer Data ..............................19
Figure 20 - Torque Configuration .............................19
Figure 21 - Thrust Configuration ...............................20
Figure 22 - Data Averaging .......................................20
Figure 23 - Analogue 1 Settings ...............................21
Figure 27 - System Alarms ........................................22
Figure 28 - System Software Versions ....................22
Figure 29 - Live Data Screen ...................................23
Figure 30 - Cumulative Page ....................................23
Figure 31 – Periodic Cumulative (Big Font) ............23
Figure 36 - Analogue 1-4 Settings Pages ...............25
Figure 37 - System Alarms ........................................25
Figure 38 - System Software Versions ....................25
Figure 39 – Loss of Communications screen .........25
Figure 43 - Anti-Vibration Mounts .............................31
Figure 44 - Main I/O PCB ..........................................33
Figure 45 - Analogue Settings .................................34
Figure 47 - Rotor PCB Top ........................................36
Figure 48 - Rotor PCB Bottom ..................................36
Figure 49 – Software Versions Page .......................37
Figure 50 Torque Rosette Strain Gauge Installation
...............................................................................38

ABBREVIATIONS
AC - alternating Current
A/D - analogue to Digital Converter
ADC - analogue to Digital Converter
CAN - controller Area Network
C/C - closed circuit
CPP - controllable Pitch Propeller
DC - direct current
DCS - distributed Control System
DIN - German Institute for Standardization
EEPROM - electrically erasable programmable
read only memory
FSD - full scale deflection
GHz - Giga hertz
I/O - Input / Output
IP66 - ingress Protection Rating (dust &
powerful water jets)
IP67 - ingress Protection Rating (dust &
immersion up to 1 m)
ISM - industrial, scientific & medical radio
bands
kHz - kilo Hertz
kNm - kilo Newton Meter
kW - kilo Watt
kWh - kilo Watt Hour
LCD - liquid Crystal Display
LED - light Emitting Diode
mA - milliamp
MCB - miniature circuit breaker
mm - millimetre
ms - Millisecond
mV - millivolt
N/C - normally closed
NMEA - national marine electronics association
N/O - normally open
O/C - open circuit
OD box - oil distribution box
PCB - printed circuit board
PL - used to indicate a connector on a PCB
ppm - parts per million

PSU - power supply unit
PTFE - polytetrafluoroethylene
RF - radio frequency
RPM - revolutions per minute
RS232 - recommended standard 232
RTV - room temperature vulcanizing
SMA - sub miniature version A
SW - used to indicate a switch on a PCB
TP - used to indicate a test point on a PCB
TSX5 - Seatechnik’s shaft power meter
Vac - volts of alternating currents
Vdc - volts of direct current
VR - variable resistor

BLANK PAGE

1 INTRODUCTION
1.1 TORQUE MEASUREMENT TECHNIQUE The stator consists of a stand and an IP66 sealed
enclosure, which contains the power supply, isolation
PROPELLER and main I/O board. Mounted on the stand is the power
RESISTANCE head (the primary of the rotary transformer) used to
power the rotor components. There are also two display
variants, a LOCAL IP67 display (standard), which can be
C’
C
mounted local to the stator enclosure or a remote panel,
A' or a REMOTE console mounted IP54 display (optional).
D’
A D
β
B’
A tuned, high frequency air gap rotary transformer
supplies power to the rotor components. It consists of
B
α the stator mounted power head, held over the rotor
secondary winding. The power head is driven by the
Main I/O PCB, which is configured to drive the power
head at resonance. Power transfer does not require any
rotation of the shaft.
Strain gauges bonded to the shaft convert the small

torsional strain experienced by the shaft when torque is
applied into an electrical signal. The strain gauges are
β>α configured as a Wheatstone bridge circuit which, when
supplied with an excitation voltage, produces a small
PROPULSION output voltage at the bridge proportional to the applied
TORQUE strain.
The optional thrust system requires additional strain
Figure 1 - Shaft Surface Distortion
gauges configured to measure the much smaller strain
A driven propeller shaft will twist through a small angle produced by thrust.
depending upon the: After the strain gauges have been bonded to the shaft
they are sealed with a protective rubber coating.
• Young's Modulus (elasticity) of the shaft material.
This may be determined by sample measurement or The Rotor PCB serves several functions; it supplies a
assumed to be for most forged steel shafts ~213 or very accurate excitation voltage to the strain gauge(s),
~195 for Stainless Steel. measures their output and digitises the value. The bridge
• Torque applied to the Shaft. supply is a switched DC supply controlled by the ADC
• Shaft diameter for a given torque. chip with a ratiometric bridge output between ±10mV
FSD.
A surface measurement a-b will distort to a'-b' (dotted Thrust systems have an additional channel configured
measurement) and the angle ‘ά’ will increase to angle ‘β’. for ±3 mV FSD.
This distortion can be measured using a strain gauge.
SeaTechnik use this method to measure shaft Torque. The Rotor PCB also measures the speed by measuring
the shaft period of rotation and the direction of rotation
Bonded strain gauges offer the best-proven accuracy produced by the orientation of pulses. The period of
available with typically ±0.2% to ±0.5%. This method rotation is determined from a pickup as it passes the
also offers good long-term measurement stability. power head (A → A). A second pickup is used to
measure direction of rotation ( A → B ahead, or B → A
1.2 OVERVIEW OF THE TSX5 SHAFT astern).
POWER METER All the strain gauge, speed and diagnostics data is then
transmitted to the stator Main I/O board, mounted in the
The TSX Shaft Power Meter has been developed for the stator enclosure via a telemetry link utilising a ZigBee
measurement of shaft torque, speed, power and secure radio network. The ZigBee module used in the
optionally thrust in marine propeller shafts. TSX5 is a low power 2.4GHz ISM band transceiver,
making use of a fast wireless mesh networking interface.
The system consists of two main elements - the rotor
and stator (as shown in Figure 2). Telemetry data transmitted by the rotor board is received
by a small antenna, mounted on the stator enclosure and
The rotor comprises of a set of split half rings secured to sent to the stator Main I/O board. The Main I/O board
the shaft. This acts as a support for the rotor PCB and decodes and processes the strain gauge(s) output and
rotary transformer secondary and forms a protective rotation period to produce - speed, power, torque and
cover for the strain gauge(s), which are mounted directly optionally thrust data. This is done using offset and
onto the shaft. scaling data entered from the LCD display and stored on
the stator Main I/O board. Diagnostic data is also
decoded and sent to the main IO board along with the
operational data.

The primary function of the main IO board is to produce 1.3 NMEA Output
the serial digital and analogue outputs. Its secondary
function is to interface between it and the LCD display. It TSX-5 NMEA 0183 standard propriety sentence.
also contains the voltage regulation and power head
supply. The incoming mains supply goes to the power
supply, which produces the 24Vdc supply required for $PSTKTSX5, xxxxxxx, xxxxx, xxxxx,
the Main I/O PCB to regulate and supply all the xxxxx*nn<CR><LF>
components within the stator enclosure.
Four active galvanically isolated analogue 4–20mA Transmitted at 4800 baud, 8 data bits 1 stop bit and no
outputs are fitted to the main IO board as standard, parity at a periodicity of 1Hz.
these are software selectable in
manufacture/commissioning for any of the four data Where
outputs e.g. power, speed, torque or thrust, these can be
offset and scaled from within the local display, these $ = Indicates start of sentence
outputs are also selectable during manufacture to give P = Indicates it is a Proprietary sentence
any of the following alternative outputs - STK = Propriety manufacturer identification
(SeaTechnik)
4-20mA(standard), TSX5 = Identifies the system
0-20mA, x = Data string
0-24mA, * = Indicates end of sentence
0-5Vdc or nn = Indicates the checksum in hex
0-10Vdc <CR> = carriage return
<LF> = line feed
A single galvanically isolated NMEA digital output is
fitted as standard.
st
1 Field - indicates Speed in rev/min (minimum 7 digits)
Two CAN-BUS serial display outputs are fitted as nd
2 Field - indicates Torque in kNm (minimum 5 digits)
standard this means two displays (local and/or remote) 3rd Field - indicates Thrust in kN (minimum 5 digits)
can be fitted. 4th Field - indicates Power in kW (minimum 5 digits)
Two relay contact alarm outputs are fitted as standard,

these are N/O and N/C outputs to connectors PL9 and Example:-
PL15, the outputs are configured as below -
$PSTKTSX5, -123.4, 00006, 00000, 00080*72
Relay 1 – Cumulative power – this alarm output gives a <CR><LF>
100ms pulse when a set amount of energy has been
used – this can be set from 0 to 100kWh or can be Translates as –
turned off. -123.4 rev/min (Speed, - indicating astern)
6 kNm (Torque)
Relay 2 - Over Torque Alarm – this relay output gives an 0 kN (Thrust)
alarm when a set Torque is reached. This can be set 80 kW (Power)
from 0 – 999999kNm and can also be turned off.
The LCD display unit shows the operational, diagnostic

and configuration data, allowing the TSX system to be
easily and simply set up and tested. The display carries
the following information: -
• Operational data consisting of - torque, speed,

power and optionally thrust.
• Cumulative data consisting of; power, shaft
rotations and shaft running hours.
• Diagnostics, which carry all the pertinent
information for fault finding the TSX system
including; rotor voltages, strain gauge output
voltage and power head drive status.
• Configuration data, which allows the setting of
the; shaft torque (and optionally thrust)
constant, zero offset, range over which the
analogue outputs operate and averaging time
constant.
Note; the configuration data can only be changed when

the system is in configuration mode (see section 2.5.4).

Figure 2 - System Block Diagram

E = Young’s Modulus, typically 213 GN/m2 for

1.4 TORQUE - THEORETICAL OPERATION forged steel (For most forged shafts 209.5 < E < 215.2).
SCALING STRAIN GAUGE OUTPUT TO
MEASURE TORQUE For almost all marine shafts 3.8mV < Vo < 9.5mV.
The rotor components measure the strain gauge output,
Vo . This value is then applied to a user-input shaft
The rotor components supply an accurate excitation
voltage to the shaft strain gauge. A strain gauge constant, which converts it to torque in kNm.
comprises of four resistances configured in a
Wheatstone bridge. Physical distortion of the strain The Shaft Constant can be calculated by rearranging for
gauge will cause the resistances to change resulting in T Vo .
an output signal measured in mV.
1.5 SPEED - MEASUREMENT AND
DIRECTION SENSING
The TSX system has two pickups on the rotor, tuned to

detect the signal produced by the power head.
The Rotor PCB carries the detectors. Each of these units
detects the magnetic field produced by the power head
and hence, detects when the power head passes. The
period t is determined by recording the time taken for
each rotation of the shaft using the power head as the
reference position. This allows the TSX to calculate the
shaft’s rotational speed in revolutions per minute. The
second detector is used to determine the direction of
rotation. The order of detection determines the direction
of rotation, as shown below.
Shaft Speed (RPM ) =

60
t
Figure 3 - Strain Gauge Bridge
Equation 3 – shaft’s rotational speed (RPM)
The output from a Wheatstone bridge is caused by a
change in resistance as shown below: - Where
t = Period, time taken for one rotation of the rotor
⎛ R1 R4 ⎞ (seconds).
Vo = Vi ⎜⎜ − ⎟⎟
⎝ R1 + R2 R3 + R4 ⎠
Equation 1 – Wheatstone bridge output
The strain gauge output Vo (mV) is equal to:
1000T G f DVi (1 + μ )
Vo =
⎛ D4 d 4 ⎞
106π E⎜⎜ − ⎟⎟
⎝ 2 2 ⎠
Equation 2 – Strain gauge output
Where
T = Torque in kNm. Figure 4 - Speed Measurements
Vi = Excitation Voltage, typically 10V.
Gf = Gauge Factor, typically 2.05.
μ = Poisson’s Ratio = 0.298.
D = Outside diameter in meters.
d = Inside diameter = 0 for solid shaft.

1.6 CALCULATION OF POWER 1.7 THRUST - THEORETICAL OPERATION
The TSX5 computes power P in kW directly from the SCALING STRAIN GAUGE OUTPUT TO
shaft speed and measured torque. The general formula MEASURE THRUST
is: -
To measure the thrust transferred through a shaft by the
propeller we are measuring the deformation in the shaft
2π nT caused by this thrust, or the change in length of the
P=
60 shaft. This change is very small therefore the signal
measured is likely to be small as well, in fact the output
from a Strain gauge bridge measuring thrust is
Equation 4 – Power calculation (kW) approximately 15 times smaller than for a torque bridge
applied to the same shaft. For this reason alignment of
Where the strain gauges is critical and a 1° misalignment will
produce an increase in bridge output of 53% due to the
T = Torque (kNm).
effect of torque.
n = Shaft speed in revolutions per minute (RPM).
The change in length is a function of –
P = Power (kW).
dL/L=(F/A)
As the TSX5 calculates shaft speed from the period of E
rotation and the calculation of power also uses the
period of rotation, the algorithm for calculating power can E=Youngs Modulus = Stress / Strain
be rearranged and simplified to: - From the previous chapter this is assumed to
2
be 213 GN/m .
2π T
P= Stress= Force / Area=F / A
t
Strain = Change in Length / Length = dL / L
Equation 5 – Simplified power calculation (kW)
Since the Gauge factor is
Since Torque is directly proportional to the strain gauge GF=(dR/R) / (dL/L)

output which is digitised in an AD converter on the rotor,
Torque can be calculated thus: - And the output voltage ratio is
T = AD Value × K Vo/Ve = dR/R

where
Equation 6 – Torque calculation Vo - output voltage
Ve - excitation voltage
Where dR/R is the ratio of change of the resistance of the
straingauge
K = Constant, calculated from the shaft constant.
Vo/Ve=GF x (dL/L)
And since 2π is a constant, then: -
Hence
AD Value × K Vo=(GF x F x Ve)
P=
t (E x A)
Equation 7 – Power calculation using Torque A is the area of the shaft given by –
A = (π x (Do/2) x (Do/2)) - (π x (Di/2) x (Di/2))

The value of K is calculated directly from the Shaft Where
Constant, which is entered from the LCD display. The Do is the outside diameter
units of Shaft Constant are kNm/mV, which can be Di is the inside diameter (zero for solid shafts)
calculated by rearranging previous equations. As Torque
is measured in kNm, the calculated Power, P is in kW. The Shaft Constant for Thrust (SCt) is therefore :-
This calculation is performed ten times per second in SCt=(E/A) x (GF x Ve) x 1,000,000 in kN/mV
order to give an up to date value for the shaft power. 1.8 MEASUREMENT ACCURACY
The operational accuracies and resolution of the system

are:
Power +/-0.25 % of fsd range 1 kW

Torque +/-0.1 % of fsd range 1 kNm
Speed +/-0.1 % of fsd range 0.1 rpm
Thrust +/-0.1 % of fsd range 1 kN

Non-Linearity +/-0.2% The torque strain gauge input therefore has a resolution
of 10mV 20000 = 0.5 μV . The thrust strain gauge input is
[These values represent the combined accuracy, non- calibrated using the same method, but uses the
linearity & hysteresis, not including strain gauges] calibration value of 3mV, therefore resulting in a
resolution of 3mV 20000 = 0.15 μV .
Temperature Range - 0 to +55 ºC.
Temperature Coefficient - 50 ppm per ºC.
Humidity - 100% Relative Humidity, non-condensing. The clock crystal of the Rotor PCB inherently calibrates
Stability due to ageing is ±0.2% per annum. speed measurement. This normally has an accuracy of
approximately ±20 ppm and therefore it is only
necessary to confirm that the speed is being measured
within specification. This is achieved by checking the
1.9 SYSTEM CALIBRATION AND ZERO measured value of a very accurate speed simulator.
ERROR
The LCD display shows the calculated and measured
The TSX5 strain gauge torque and thrust A/D inputs are values from above and therefore has no calibration.
calibrated during manufacture and cannot be altered by
the user. The NMEA output only reports the operational values
and therefore doesn’t require calibration, but is checked
The strain gauge PCB uses a 20-bit analogue to digital during testing to ensure that the values correspond with
converter and is calibrated to produce a digital value of those displayed on the LCD display.
20,000 at +10 mV. First the zero point is observed by
shorting the input; a correction is then applied to zero it. The 4–20mA outputs are calibrated by first configuring
Next the strain gauge input is connected to a known 10 the analogue outputs to values suitable for the intended
mV output from a highly stable strain gauge simulator installation, then known speed and torque values are
and the A/D value observed. applied and outputs are observed from the DCS. These
values are easily adjusted from the LCD display in
The change of gain required is calculated and configuration mode, together with the shaft constant.
programmed into the strain gauge A/D micro controller There are also slope and offset adjustments to
and is loaded into the A/D configuration registers at start compensate for any errors that may occur in any
up. This process ensures that the strain gauge input is external equipment i.e. 4 – 20mA analogue meters that
calibrated accurately, as well as being linear throughout may be connected into the analogue outputs.
the measurement range.
The strain gauge output on a stationary shaft is not
To further ensure measurement accuracy, the analogue necessarily zero. There can be a small output from the
converter uses ratio metric operation. This means that strain gauge even when there is zero torque applied to
the strain gauge input is referenced to the strain gauge the shaft. There can also be a residual torque due to
excitation voltage, therefore ensuring that any change to ‘stiction’ (friction in the bearings to overcome the shaft’s
the excitation voltage will be corrected in the measured inertia) in the bearings and/or flow of water past the
input voltage, ensuring drift free operation irrespective of propeller. A procedure to determine zero errors is dealt
temperature. with in the maintenance section (Section 3).
module inside the power head. The required voltage is

2 DESCRIPTION AND OPERATION mainly dependent upon the shaft size and can typically
be 12-20V. The voltage is controlled by a potentiometer.
The power control circuit also measures the voltage,
2.1 STATOR UNIT & COMPONENTS
current and frequency supplied to the power head, which
are sent to the local display. There is a red LED which
The stator unit enclosure contains a power supply, which
lights when the current limiting circuit is active.
powers the Main I/O PCB, which in turn powers the drive
module inside the power head, the ZIGBEE telemetry
The Main I/O PCB receives and decodes the RF data
transceiver unit and the Display outputs. These are all
from the rotor unit, applies any scaling that might be
mounted within the Main I/O enclosure. 4 x 20mm & 2
required as well as offsets for setting zero points. An
25mm glands are fitted to the bottom of the enclosure for
EEPROM stores these values in a non-volatile manner
connection to the power head, LCD display and ships
as well as the cumulative; power, revolutions and shaft
wiring. The telemetry link dome antenna fits to the top of
running hours, which are also stored on the EEPROM.
the enclosure.
The main I/O PCB also contains up to four analogue and
The power supply receives its input from the ship’s line
one digital output. The data generated from the
supply at either 110 or 220 Vac. The input is protected
processed telemetry is sent to the Microprocessor where
by two 2A fuses (or an MCB alternative). The low voltage
further processing takes place before being sent to the
from the PSU brick is fed to the Main I/O board. The
local display and outputs. There are four analogue 4-
input is regulated to produce the DC voltages used
20mA galvanically isolated outputs as standard. The
within the system. Three LED’s indicate the status of the
digital output is an RS232 galvanically isolated type,
DC supply voltages. If these LED’s are illuminated, then
which outputs an NMEA data string containing all
normally the voltages are within limits.
operational data.
The power control circuit steps down the 24VDC supply
External to the enclosure is the power head, with
from the power supply to a suitable voltage for the drive
integrated drive module, which is connected to the

enclosure by means of a 3-core cable. The power head

is the primary of the air gap transformer, which supplies
power to the rotor components. It sits adjacent to the measures their output, converts them to a digital format,
rotor coil former and enables power to be efficiently measures the period of shaft rotation and transmits it to
transferred to a rotating shaft without any contact. Also the stator.
external to the enclosure is the LCD display. This is
available in either an IP66 or DIN case type enclosure On the Rotor PCB the following indications are provided
depending upon location. to help confirm correct operation or diagnose problems –
LED1 (green), fitted to the top right of the Rotor PCB, will
2.2 ROTOR UNIT & COMPONENTS be lit when there is sufficient power from the coil to
regulate 5Vdc.
The rotor unit consists of a set of machined rotor ring LED2 (green), fitted to the centre right of the Rotor PCB
halves. It forms a mounting for the rotor PCB, a former flashes when the micro controller is healthy.
for the air gap transformer secondary and acts as a LED3 (green) is reserved for future use.
protective cover for the strain-gauge installation. It is LED4 (green), fitted to the lower right of the Rotor PCB,
sealed and is highly resistant to water, oil and all flashes when the ZIGBEE transceiver transmits the
contaminants likely to be found in the shaft environment. Rotor board data to the Stator, this LED can be seen
The rotor rings are clamped together by M8 bolts and through the clear PCB carrier from the exterior of the
clamping bars. Rotor Rings.
APERTURE FOR ROTOR PCB
AND CLEAR PCB CARRIER With telemetry data present both diagnostic and
operational data are available from the LCD display.
Speed information is derived by measuring the period of

shaft rotation, utilising the proximity of the power head as
the ’mark’. As a detector on the circuit board passes the
power head, the time for each rotation is noted and
hence speed can be accurately measured. Direction
data is derived from a secondary detector that will either
lead or lag the signal from the primary pickup. The
computation of speed, as the reciprocal of period, is
performed on the Rotor unit PCB and sent to the Stator
Main I/O PCB as an RPM Value.
The Rotor PCB supplies the strain gauge with an

excitation voltage of approximately 10V. The strain
gauge output is measured and converted to a digital
format by an application specific A/D converter operating
via a micro controller. The strain gauge output is
Figure 5 - Rotor Rings sampled 5 times per second and the sampled data is
sent to the Main I/O PCB via the Radio Link.
The strain gauges are bonded to specially prepared The A/D converter is calibrated during manufacture to
sections on the shaft. A standard torque installation ensure accurate, linear measurement over the expected
typically uses a four element rosette Gauge, alternatively range of shaft torque (and thrust). The board uses a ratio
for high power, high speed shafts two 45° chevron metric operation, which means that the strain gauge
gauges, mounted at 180° around the shaft will be used. output is measured relative to the strain gauge supply
A torque plus thrust installation requires an additional 4 voltage, removing any inaccuracies that may be
strain gauges spaced at 90° intervals around the shaft. introduced by changes to the supply voltage. The A/D
This placement reduces any errors that may be caused device contains a power supply section that converts its
by the shaft flexing in service. Each set of strain gauges dc supply voltage to a switched dc voltage for driving the
also includes a terminal strip. This is bonded to the shaft strain-gauge(s).
enabling the interconnecting wiring to be terminated. The
gauges and all interconnections are coated with RTV
sealant. This offers both mechanical and environmental
protection to the installation.
The rotor unit includes the Rotor PCB, which is installed

within a recess in the rotor rings. The PCB is mounted
on a clear acrylic carrier. It is positioned in the rings
adjacent to the strain gauge lead, minimising
unsupported cable length.
The rotor components are powered from the power

pickup coil, which is essentially the secondary winding of
the air gap transformer. The AC voltage is rectified on
the Rotor PCB to the DC supply voltage which supplies

the rotor components, powers the strain gauges,


The power head contains a highly efficient drive module

2.3 LCD DISPLAY and the primary of the air gap transformer, which
couples to the secondary on the rotor. The transformer is
The LCD display is available as a local IP67 enclosure or a series, resonant circuit, tuned to a frequency of
a 72mm x 144mm DIN panel mount enclosure. The IP67 approximately 40kHz.
type display is generally mounted on top of the stand or The drive module is driven at a specific frequency, equal
close to the main I/O enclosure, whereas the DIN panel to the resonant frequency of the transformer. Each drive
mount enclosure (72mm x 144mm) is generally mounted module needs to be specifically tuned to the power head
in the control room. Both enclosure types offer exactly and rotor secondary to which it is fitted and requires
the same functionality and only differ in their packaging. adjustment via a potentiometer on the drive module
PCB. On the rear of the power head is a red LED that is
Normally only one display is supplied, a secondary powered directly by the electromagnetic field produced
display is available as a specified option. It displays by the power head by means of two turns of wire around
identical data to the master display. Both of these the transformer primary, indicating that the power head
displays can make configuration changes if the system is is producing an output.
in Configuration Mode (see section 2.5.4), however they
can be configured to allow only one master display to The DC supply voltage, from the main I/O PCB, controls
reset cumulative data in diagnostic mode. power output. Additionally, the drive signal is fed back
and the drive frequency is determined and made
The display consists of a 32 character by eight-line, back available as diagnostics data on the local display.
lit, LCD graphics display module, together with three
front panel buttons. The master display forms the main
means of reading, testing and configuring the shaft
power meter. The display shows all the relevant data of
the shaft power meter, allowing simple, rapid and
straightforward routine checking and installation. Data is
viewed on the LCD by using the up/down buttons and
configuration values entered or changed when in
configuration mode.
The LCD display can be mounted up to 100 metres away

from the stator enclosure via a suitable 4-core cable. 2-
way communication between the display and stator
enclosure is by CAN-BUS serial link, and the unit is
powered by 24VDC supplied from the stator.
Figure 8 - Stator post & Power Head
Figure 6 - IP67 display
Figure 7 - Panel mount display
2.4 POWER HEAD

2.5 OPERATION 2.5.1 START-UP SCREENS
Once installation and configuration are complete, the The following screen is shown upon start-up.
LCD display is the primary means of checking and
testing the operation of the TSX5. There are three Initial Screen
modes of operation - normal, diagnostic and
configuration. Each is dealt with in detail below.
Operational Modes: -
Normal Mode.
Normal Mode is entered automatically and requires no
input from the operator.
In Normal mode only three screens can be viewed
LIVE DATA
CUMULATIVE DATA
PERIODIC CUMULATIVE DATA
No settings can be viewed or altered in this mode.
Refer to section 2.5.2. Figure 9 - Splash Screen
Diagnostic Mode Title screen flashed up until communications is achieved
Diagnostic Mode is entered by pressing both scroll with rotor PCB network,
buttons and following the onscreen instructions.
In Diagnostic mode all screens can be viewed but no If the configuration switch in the main enclosure is not
configuration settings can be altered, the exception to ON (see section 2.5.4) the system will boot into
this is the cumulatives can be reset and configured if the Normal mode.
display is set to allow this.
Refer to section 2.5.3.
Configuration Mode
Configuration Mode is entered by switching the
CONFIG switch SW3 on the Main I/O PCB to ON.
In Configuration mode all screens can be viewed and all
settings can be altered and saved to memory.
Refer to section 2.5.4.
NOTE: CHANGING CONFIGURATION SETTINGS
WILL ALTER THE READOUTS AND OUTPUTS OF
THE TSX5, PLEASE MAKE A NOTE OF ANY
SETTINGS BEFORE MAKING CHANGES.
THE CONFIGURATION SWITCH SW3 MUST BE SET
TO OFF ONCE ALL CHANGES HAVE BEEN MADE.
Each mode is dealt with in detail below.

Alternatively upon request, the system can be factory set

2.5.2 NORMAL MODE to use a smaller font that will allow the shaft’s direction of
rotation to be displayed on the screen as well. The font
In normal mode the operator can view the averaged size only affects the three screens in the normal mode.
operational data, cumulative data and the periodic
cumulative data on the local display. There are only 3
screens for the user in this mode of operation. The first Live Data
screen displays live data, the second screen displays the
normal cumulative data and the third screen displays the
Power : xxxxxx kW
user selectable periodic cumulative data.
Speed : xxxxxx RPM
The shaft must be rotating at greater than 10 RPM for Direction : FORWARD/ASTERN
Speed and power measurements to be displayed. Torque : xxxxxx kNm
Thrust : xxxxxx kN
Use the up/down buttons to change from one screen to
another.
The ENTER button is not active in Normal mode.

Figure 12 - Normal Mode Live Data (Small Font)
Figure 10 shows the most up to date information
extrapolated from the data stream from the TSX5 rotor
Live Data
board. By default this screen will be displaying data in
large font mode.
The Thrust is optional and will be displayed depending Power : xxxxxx kW
upon whether the ship has this function installed or not. Speed : xxxxxx RPM
If not, the thrust will not be displayed and the data Direction : FORWARD/ASTERN
displayed will be spaced out to use the whole screen Torque : xxxxxx kNm
area.
Figure 13 - Normal Mode Live Data (Small Font /

POWER xxxxxx kW No Thrust Option)
SPEED xxxxxx RPM
TORQUE xxxxxx kNm Power – is the rate at which work is done or
energy is transferred (1kW is equivalent to 1000
THRUST xxxxxx kN Joules of energy per second) and gives an
indication of how hard the propulsion and/or
auxiliary engines are working.
Figure 10 - Normal Mode Live Data (Big Font)
Speed – gives an indication of how fast the shaft is
rotating. The unit is revolutions per minute
POWER xxxxxx kW meaning that if a shaft is rotating at 20 RPM then
in 60 seconds the shaft will have rotated 20 times.
SPEED xxxxxx RPM Torque – is the rotational force applied by the

engine to the shaft in order to cause the propeller
to rotate. The unit is kilo Newton meters, a Newton
meter is the amount of torque applied to the shaft if
TORQUE xxxxxx kNm one Newton was applied to a 1meter long moment
arm attached to the shaft.
Figure 11 - Normal Mode Live Data (No Thrust
Option) Thrust – is caused when the propeller pushes
water in one direction, this will cause the shaft to
push the ship an equal amount but in the opposite
direction. Thrust is a measure of how much the
shaft is compressed when the ship is being
pushed through the water.
Direction – gives an indication of whether the shaft
is turning clockwise or anticlockwise (depending
on installation).

Scroll ↓
Scroll ↓
xx.xxxxx kWh xx.xxxxx kWh

xxxxxxx Revs xxxxxxx Revs
Run Time : hh:mm:ss Duration : xx mins/hrs
Last Reset : hh:mm:ss Elapsed : hh:mm:ss
(Use DIAG/CONFIG Modes to reset) (Use DIAG/CONFIG Modes to reset)
Figure 14 - Normal Mode Cumulatives (Big Font) Figure 16 – Periodic Cumulative (Big Font)
This screen shows cumulative information based from a This screen shows a periodic cumulative, with the period
reset performed in Diagnostic or Configuration mode. being a time selected by the user from any of the
following:
The kilowatt hour cumulative gives a measure of energy 1 Min
transmitted by the engine to the propeller via the shaft 5 Mins
since the last reset. 10 Mins
30 Mins
The Revs gives a measure of how many revolutions the 1 Hour
shaft has done (at greater than 10 RPM) since the last 6 Hours
reset. 12 Hours
24 Hours
Run Time – gives an indication of how long the engine The period will start when the required time period is
has been rotating the shaft (at greater than 10 RPM) selected and can be reset in Diagnostic or Configuration
since last reset. mode.
When the selected time period has elapsed the resulting
Last Reset – Gives an indication of how long ago the cumulative will be displayed on the screen and no further
system was reset. additions will take place until a reset takes place.
This information may be useful when planning the ship’s The kilowatt hour cumulative gives a measure of energy
maintenance schedule. transmitted by the engine to the propeller via the shaft in
the period selected
Note: - The cumulative data is stored to flash memory
every 20Mins (approx) and as such if a power down is The Revs cumulative gives a measure of how many
done before 20mins runtime has been completed all the revolutions the shaft has done (at greater than 10 RPM)
subsequent data will be lost. in the period selected.
Duration is the user selected period that the cumulative

Cumulative Data is to run for.
Elapsed is the amount of time passed since the

Power : x.xxxxx kWh
cumulative period was selected or reset.
Revolutions : xxxxxxx Revs
Run Time : hh:mm:ss This information may be useful when planning the ship’s
Last Reset : hh:mm:ss maintenance schedule.
Use DIAG/CONFIG Modes to reset.

Periodic Cumulative Data
Figure 15 - Normal Mode Cumulative (Small Font)
Power : x.xxxxx kWh
Revolutions : xxxxxxx Revs
Duration : xx mins/hrs
Elapsed : hh:mm:ss
Use DIAG/CONFIG Modes to reset.
Figure 17 – Periodic Cumulative (Small Font)
Scroll ↓
The system now loops back to the LIVE DATA screen.

2.5.3 DIAGNOSTIC MODE

Scroll ↓
In Diagnostic Mode all data relating to the set-up of the
TSX5 can be viewed, but no alterations can be made to Torque Configuration
the configuration of the system. Diagnostic Mode is used
to investigate and log the system set up.
Torque : xxxxxx kNm
Diagnostic Mode is entered by pressing both scroll
buttons simultaneously, on doing this you will see the
Torque Constant : +xxxx.x kNm/mV
following screen. Uncorrected ADC : +/-xx.xxxx mV
Corrected ADC : +/-xx.xxxx mV
Diagnostic Mode Selected Offset : +/-xx.xxxx mV
Torque Gain : xxxxxxxxxx
To Accept Diagnostics Mode
Press Enter. Figure 20 - Torque Configuration
To return to Normal Mode
This screen shows data relating to the measurements
Press either Up or Down Button.
and calculations for Torque.
Torque is the final calculated output.

Figure 18 - Diagnostic Mode Selection
Torque Constant is a value calculated from the specific
The user can continue to the Diagnostic Mode by parameters of the shaft being measured. Equal to the
pressing the Enter button or return to Normal mode by value of Torque required to produce an output of 1 mV
pressing the up/down arrows. from the strain gauge. This figure is determined using
the shaft size and metallurgy as well as the gauge factor
Press Enter of the strain gauge. (see section 1.4)
This will bring you to either the Live Data, Cumulative Uncorrected ADC is the output from the strain gauges
Data or periodic cumulative data screens, measured by the ADC on the ROTOR PCB.
the next new screen is - Corrected ADC is the uncorrected output with the Offset
Scroll ↓ applied.
Power Transfer Data Offset is a figure entered by the installation

engineer/operator once the ROUTINE TORQUE ZERO
CALIBRATION PROCEDURE has been carried out (see
Powerhead Voltage : xx.x V
APPENDIX A -TORQUE STRAIN GAUGE ZERO
Powerhead Current : x.xx A
OFFSET CALIBRATION TABLE) to find the offset of
Powerhead Frequency : xx.x KHz the installed strain gauge bridge.
Rotor Unreg Voltage : xx.x V
Rotor Reg Voltage : xx.x V Torque gain is a factory set figure relating to the
hardware ADC on the Rotor PCB.
Figure 19 - Power Transfer Data

This screen shows data relating to the efficiency of the
Air Gap transformer formed by the power-head and the
Rotor Ring Windings. The power-head voltage, current
and Frequency are measured on the Main I/O PCB, the
Rotor Unregulated and Regulated voltage are measured
on the Rotor PCB.

Scroll ↓ Scroll ↓
Thrust Configuration Data Averaging
Thrust : xxxxxx kN Averaging Interval : xx secs

Thrust Constant : +xxxx.x kN/mV Data Integrity : xxx.x %
Uncorrected ADC : +/-xx.xxxx mV Signal Quality : +/- xxdB x
Corrected ADC : +/-xx.xxxx mV
Offset : +/-xx.xxxx mV
Thrust Gain : xxxxxxxxxx
Figure 21 - Thrust Configuration

Figure 22 - Data Averaging
This screen shows data relating to the measurements
and calculations for Thrust, Averaging interval - this screen shows time period over
(Only available for ship’s installed with the thrust option). which the averaging is applied. This value is applied to
all operational data.
Thrust is the final calculated output. Data Integrity – this is the percentage of data packets
received during the time interval set in the Averaging
Thrust Constant is a value calculated from the specific Interval above e.g. if the interval is 1 second there will be
parameters of the shaft being measured. Equal to the 5 packets (always 5 packets/second) sent, if only 4 are
value of Thrust required to produce an output of 1 mV received this percentage will be 80%.
from the strain gauge. This figure is determined using
the shaft size and metallurgy as well as the gauge factor Signal Quality – this field has two values,
of the strain gauge. the first value is a measure of signal strength in decibels
, in practice we have seen figures from -30dB to -85dB
Uncorrected ADC is the output from the strain gauges with no loss of data , around -90dB the signal starts to
measured by the ADC on the ROTOR PCB. degrade and the data integrity will start to decline, the
speed of this decline is dependant upon the averaging
Corrected ADC is the uncorrected output with the offset interval (see above).
applied. The second value is a packet error quality factor which is
closely related to signal to noise ratio, this value will
Offset is a figure entered by the installation display from 1 to 5, with 1 having the most packet errors
engineer/operator once the ROUTINE THRUST ZERO (worst SNR) and 5 having the least packet errors (best
CALIBRATION PROCEDURE has been carried out (see SNR). Zero is displayed if the signal is lost completely.
APPENDIX B – THRUST STRAIN GAUGE ZERO
OFFSET CALIBRATION TABLE) to find the offset of These measurements also appear after the pan info on
the installed strain gauge bridge. the software versions page.
Thrust gain is a factory set figure relating to the system

hardware ADC on the Rotor PCB.

Scroll ↓
There are 4 analogue output channels available on the
Analogue 1 Settings TSX5 unit, these can be connected to the ship’s DCS
system if required, to monitor any (or all 4 of the
variables being calculated - Speed, Power, Torque and
Output Type : xxxxx Thrust).
Lower Bounds : xxxxx
Upper Bounds : xxxxx For example –
Slope : xxxxx Analogue 1 could be allocated to Speed,
Offset : xxxxx Analogue 2 could be allocated to Power,
Analogue 3 could be allocated to Torque &
Analogue 4 could be allocated to Thrust.
Figure 23 - Analogue 1 Settings Or maybe, if a ship doesn’t have the Thrust option
leaving one analogue channel free. In this case the ship
might have a set up such as –
Analogue 2 Settings
Analogue 1 could be allocated to Speed,
Output Type : xxxxx Analogue 2 could be allocated to Power,
Lower Bounds : xxxxx Analogue 3 could be allocated to Torque &
Upper Bounds : xxxxx Analogue 4 could be allocated to Speed.
Slope : xxxxx
So in this case Speed is duplicated. The duplicated
Offset : xxxxx
Speed could be set up differently to the first analogue
channel or used for a separate monitoring system.
In standard configuration the output is 4-20mA,

Figure 24 - Analogue 2 Settings
this can be changed by request at the manufacturing
stage to 0-5Vdc, 0-10Vdc, 0-20mA or 0-24mA.
Analogue 3 Settings
Lower Bounds is the lower limit of the scale
Output Type : xxxxx over which reading is required,
e.g., lower limit 4mA = 0RPM for speed.
Upper Bounds : xxxxx Upper Bounds is the upper limit of the scale
Slope : xxxxx over which reading is required,
Offset : xxxxx e.g., upper limit 20mA = 100RPM for speed.
Slope – the actual output current can be scaled to

overcome non-linearity in the measurement of the
Figure 25 - Analogue 3 Settings remote system connected to the TSX5.
100% represents a slope of 1(or linear measurement).
Analogue 4 Settings Offset allows the whole output range to be offset by the
entered value.
Output Type : xxxxx
Upper Bounds : xxxxx
Slope : xxxxx
Offset : xxxxx
Figure 26 - Analogue 4 Settings

System Alarms System Software Versions
Cumulative Power : xxx kWh Main I/O : 9058.01.001.xxx

Over Torque : on/off ZigBee ID : xxxxxxxxxxxxxxxx
Over Torque Level : xxxxxx kNm Rotor : 9059.01.001.xxx
ZigBee ID : xxxxxxxxxxxxxxxx
Display : 9062.01.001.xxx
Pan Info : xx,xxxx+/- xxdB x
Figure 28 - System Software Versions

Figure 27 - System Alarms
This page displays the cumulative power and over This screen shows the ZigBee network info and software
torque alarm setting variables. versions installed on this TSX 5 unit. This screen is for
information only.
Cumulative Power alarm -
This can be set to any value from the listed choices Scroll ↓
below -
The system now loops back to the LIVE DATA screen.
- off,
- 1 kWh,
- 10 kWh &
- 100kWh.
For example, if the cumulative power is set to 100 kWh

then the TSX5 will transmit to the DCS a short volt free
pulse (approximately 100ms) every time 100 kWh of
power is accumulated.
So, if we were starting from 0 kWh, we’d get a closed

contact for 100mS at 100 kWh, then at 200 kWh, then at
300 kWh and so on.
The closed contact at relay 1 can be either -
¾ N/O Æ C/C (for 100ms) Æ N/O or

¾ N/C Æ O/C (for 100ms) Æ N/C.
depending upon connection to relay 1.

This function can be disabled by selecting ‘off’.
Over Torque - This will give the DCS either an open

contact (volt free) indication or close contact (volt free)
indication (depending upon the connection to relay 2)
when the Torque exceeds the Over Torque Level.
This setting is ON or OFF.
Over Torque Level – this sets the over torque level at

which relay 2 will operate, this can be set from 0 to
999999 kNm.

2.5.4 CONFIGURATION MODE
The TSX5 configuration values are set in

‘CONFIGURATION MODE’ and can be easily adjusted
by the user. POWER xxxxxx kW
WARNING: Please be aware that changing configuration SPEED xxxxxx RPM
settings can cause the system to function incorrectly.
The ENTER button is active in ‘CONFIGURATION
TORQUE xxxxxx kNm
MODE’; take care to avoid accidentally adjusting
configuration values.
THRUST xxxxxx kN
To enter Configuration Mode: -
Figure 29 - Live Data Screen
Locate the MAIN I/O PCB, which is situated in
the main enclosure. Move switch SW3 CONFIG
No changes can be made on this page (or variations of
on the right middle of the PCB to the left (ON)
this page).
position. LED8 is illuminated when the board is
in ‘CONFIGURATION MODE’. Scroll ↓
All of the available configuration values will now be xx.xxxxx kWh

adjustable using the three buttons.
The scroll up and down buttons enable each of the xxxxxxx Revs
screens to be displayed but be aware that the ENTER
button is now active.
To change Configuration values: - Run Time : hh:mm:ss

Last Reset : hh:mm:ss
1. With the system in ‘CONFIGURATION MODE’ (Press ENTER to reset)
scroll to the appropriate screen using the scroll
Δ ∇ buttons on the display. Figure 30 - Cumulative Page
2. Press the ENTER button to select the screen.
3. Scroll to the value to be changed and press
ENTER. Pressing the ENTER button in this screen (or variations
4. Edit the first figure of the value using the scroll of this screen) will reset all cumulative data values to
keys and press ENTER. zero.
If this value can be positive or negative then Scroll ↓
scrolling up will give a positive figure and
scrolling down (from zero) will give a negative
figure. xx.xxxxx kWh
5. Continue until all of your desired value is
entered. xxxxxxx Revs
6. Upon the last entered value the changes will be
stored and the whole line will be high-lighted Duration : xx mins/hrs
you can then scroll to the next available field to Elapsed : hh:mm:ss
be changed.
7. Change the value as above (Use DIAG/CONFIG Modes to reset)
8. If no further changes are required on this
screen scrolling up or down past the first or last
data line will take you to the next screen in the Figure 31 – Periodic Cumulative (Big Font)
direction of your scroll.
To exit Configure Mode: - Pressing the ENTER button in this screen allows a
periodic cumulative duration to be selected by the user
1. Move the switch on the Main PCB to the right. from any of the following:
LED8 is off when the system is in 'NORMAL 1 Min
MODE'. 5 Mins
2. The local display will now be in ‘NORMAL 10 Mins
MODE’ (see section 2.5.2 above). 30 Mins
1 Hour
Configuration mode will start from whichever screen you 6 Hours
were on when you switched SW3 but they will always be 12 Hours
in the same order as below. 24 Hours
Also the cumulative period can be reset (restarted).

Scroll ↓
Scroll ↓
POWER TRANSFER DATA
THRUST CONFIGURATION
POWERHEAD VOLTAGE xx.x V
POWERHEAD CURRENT x.xx A THRUST xxxxxx kN
POWERHEAD FREQ xx.x KHz THRUST CONSTANT +xxxx.x kN/mV
ROTOR UNREG VOLTAGE xx.x V UNCORRECTED ADC +/-xx.xxxx mV
ROTOR REG VOLTAGE xx.x V CORRECTED ADC +/-xx.xxxx mV
OFFSET +/-xx.xxxx mV
THRUST GAIN xxxxxxxxxx
Figure 32 - Power Transfer Data
Figure 34 - Thrust Configuration
No changes can be made on this page.
The following data fields can be altered in
Scroll ↓ CONFIGURATION MODE.
TORQUE CONFIGURATION Thrust - no alteration (readout only).

Thrust Constant - A figure between
0000.0 & 9999.9 in kN/mV
TORQUE xxxxxx kNm Uncorrected ADC - no alteration (readout only).
TORQUE CONSTANT +xxxx.x kNm/mV Corrected ADC - no alteration (readout only).
UNCORRECTED ADC +/-xx.xxxx mV Offset - A figure between –99.9999 & +99.9999 in mV.
CORRECTED ADC +/-xx.xxxx mV This is the figure returned by the ROUTINE THRUST
OFFSET +/-xx.xxxx mV ZERO CALIBRATION PROCEDURE.
TORQUE GAIN xxxxxxxxxx Thrust gain - no user alteration (factory set only).
NOTE – this page will not be shown if thrust is not
configured on this system.
Figure 33 - Torque Configuration
Scroll ↓
CONFIGURATION MODE.
Data Averaging
Torque - no alteration (readout only).
Torque Constant – A figure between Averaging Interval : xx secs
0000.0 & +9999.9 in kNm/mV Data Integrity : xxx.x %
Uncorrected ADC - no alteration (readout only). Signal Quality : +/- xxdB x
Corrected ADC - no alteration (readout only).
Offset A figure between –99.9999 & +99.9999 in mV.
This is the figure returned by the ROUTINE TORQUE
ZERO CALIBRATION PROCEDURE.
Torque gain - no user alteration (factory set only). Figure 35 - Data Averaging

CONFIGURATION MODE.
Averaging interval – A figure between 1 and 100 in

seconds.
Data Integrity – no alteration (readout only).
Signal Quality – no alteration (readout only).

ANALOGUE 1/2/3/4 SETTINGS SYSTEM SOFTWARE VERSIONS
OUTPUT TYPE : xxxxxxxx MAIN I/O – xxxxxxxxxxxxxxxx

LOWER BOUNDS : xxxxxxxx ZIGBEE I/D - xxxxxxxxxxxxxxxx
UPPER BOUNDS : xxxxxxxx ROTOR - xxxxxxxxxxxxxxxx
SLOPE : xxxxxxxx% ZIGBEE I/D - xxxxxxxxxxxxxxxx
OFFSET : xxxxxxxx DISPLAY - xxxxxxxxxxxxxxxx
PAN INFO- xxxxxxxxxxxxxxxx
Figure 36 - Analogue 1-4 Settings Pages Figure 38 - System Software Versions

There are 4 analogue settings pages. Each page will be No changes can be made on this page.
set in the factory or at commissioning to the required
output type (options - Speed, Power, Torque and/or Ensure the System is not left in Configuration Mode.
Thrust). Once SW3 is switched off the system will be in Normal
Mode and the Live Data screen will be displayed.
Output Type – Indication only of what is being monitored
(Speed, Power, Torque or Thrust).
Lower Bounds – Allows the operator to define the lower 2.5.5 LOSS OF COMMUNICATIONS
bound to be represented by the minimum analogue
signal output (normally 4mA). Normal Mode and Diagnostic Mode
Upper Bounds – Allows the operator to define the upper If the TSX5 system suffers a loss of communication
bound to be represented by the maximum analogue during operation(speed >10rpm) in normal or diagnostic
signal output (normally 20mA). user mode the following screen will be displayed -
Slope – A figure between 00.0 and 9999.9 in % (100%
for linear)
Offset – Allows the operator to offset the analogue ZigBee Communications
output with respect to the variable being monitored.
Units are dependant upon the variable being monitored.

Loss of communication between
Main I/O and Rotor boards.
Scroll ↓
SYSTEM ALARMS
Cumulative power : xxx kWh

Over Torque : On/Off
Over Torque Level : 9999999 kNm Figure 39 – Loss of Communications screen
Configuration Mode
In configuration mode communication is indicated
in the top right hand corner of the screen,
Figure 37 - System Alarms
This screen shows the System Alarm settings. If the TSX5 is communicating successfully there
will be a flashing antenna icon (similar to )
Cumulative Power - this can be set to 1, 10 or displayed.
100kWh or Off.
Over Torque - On or Off. If the TSX5 system suffers a loss of communication
Over Torque Level – this can be set from 0 to during operation in configuration mode this icon will
999999 kNm. change to a communication fail icon (similar to c/f ).
Also in this mode all of the configuration details

are available to view and alter, this is useful when
diagnosing problems to do with Powerhead tuning.

BLANK PAGE

3 MAINTENANCE
3.1 ROUTINE TORQUE ZERO OFFSET

CALIBRATION PROCEDURE
3. Observe the corrected ADC value for a few
minutes. If the reading is moving up and down
The zero adjustment procedure requires the vessel to be
by more than approx. +/- 0.05 mV then there is
alongside with access to turning gear. It requires no tools
too much flow of water past the propeller due to
and takes only a few minutes to carry out.
wave action and calmer conditions must be
found before proceeding.
The purpose of zero adjustment is to remove offsets that
4. With the turning gear, rotate the shaft forwards
have occurred due mainly to the setting and creepage of
for approximately 1/10th of a revolution. Stop
the adhesive used to fix the strain gauges to the shaft.
the shaft, allow the reading to settle and note
Most zero offset occurs in the period after installation
the reading in F1.
however it is recommended to perform this check every
5. With the turning gear rotate the shaft in reverse
six months to ensure that the instrument is performing
for approximately 1/10th of a revolution. Stop
optimally. Generally the zero offset will have a marginal
the shaft, allow the reading to settle and note
effect on the recorded Torque value when the vessel is
the reading in R1.
underway but shows up as a residual Torque with the
6. Repeat step 4 recording the value as F2.
vessel stationary. If a Torque value of >5% of the
7. Repeat step 5 recording the value as R2.
maximum Torque of the vessel is displayed whilst
8. Repeat step 4 recording the value as F3.
stationary it may be advisable to carry out a zero offset
9. Repeat step 5 recording the value as R3.
calibration but be aware that water flowing over the
10. Take the average of these six readings using
propeller may cause a Torque value to be recorded.
the equation: -
To prevent erroneous readings it is important that the
F1 + F 2 + F 3 + R1 + R 2 + R3
vessel is stationary this would introduce a torque onto
the shaft. and that there is no flow of water past the 6
propeller as
Equation 8 – Torque zero offset (maintenance)
In order to remove errors due to friction in the bearings,
referred to as ‘stiction’ the procedure calls for the
propeller shaft to be rotated backward and forward a The zero offset is therefore equal to the
number of times. Since the ‘stiction’ will act equally in Additive inverse of the average value, rounded
both directions it can be eliminated. A number of to 4 decimal places. Example 1 calculates an
readings are taken to obtain an average. The effect of average value of +0.00383333mV, so therefore
‘stiction’ varies between vessels but is generally quite an offset of –0.0038mV is required to remove
small. the residual Torque present on the system.
Procedure a. Scroll to the TORQUE

CONFIGURATION screen.
A blank calibration table has been provided in Appendix b. Press the ENTER button once.
A (an example of a completed table is shown below in c. Scroll down to the OFFSET location
Example 1), photocopy it and complete it using the and press ENTER.
procedure detailed below: d. Enter the appropriate values using the
scroll up and down and ENTER keys.
1. Switch to Configuration Mode (section 2.5.4) e. Press the ENTER button once the
2. Scroll to the TORQUE CONFIGURATION value has been inserted to store the
screen where the uncorrected ADC, corrected value.
ADC and the offset values are displayed.
TORQUE CONFIGURATION 11. Switch the TSX5 to Normal Mode (CONFIG

switch off).
12. The procedure is now complete.
TORQUE xxxxxx kNm
TORQUE CONSTANT +xxxx.x kNm/mV To summarize, the uncorrected ADC value + offset =
UNCORRECTED ADC +/-xx.xxxx mV corrected ADC value.
CORRECTED ADC +/-xx.xxxx mV
OFFSET +/-xx.xxxx mV The offset should be determined under calm conditions
TORQUE GAIN xxxxxxxxxx as described in the above procedure.
Figure 40 - Torque Configuration

Example 1
Forward Reading Reverse Reading
Reading F1 (4) +0.020 mV
Reading R1 (5) -0.014 mV
Sum of Readings +0.067 mV -0.044 mV
Average Reading = (10)

F1 + F 2 + F 3 + R1 + R 2 + R3 +0.00383333 mV
6
Zero Offset is the additive inverse of the

Average Reading, rounded to 4 decimal -0.0038 mV
places. (11)
Zero Offset= AverageReading× (− 1)

3.2 ROUTINE THRUST ZERO CALIBRATION

PROCEDURE
3. Also Record the thrust OFFSET value.
Thrust is available as an optional extra and requires an 4. Scroll through the screens until the DATA
additional strain gauge bridge as well as the single AVERAGE screen is displayed.
bridge used in a Torque only installation. Due to the type The AVERAGING INTERVAL is displayed and
of strain gauges used and the very high sensitivity of the you should make a note of this value.
Thrust component an alternative zero calibration
procedure is employed to that used for the Torque zero
offset calibration.
DATA AVERAGING
To understand why this is, we must have an
understanding of the differences in the type of circuit
used. AVERAGING INTERVAL 20 SECS
In a torque Measurement Bridge the Gauge used is a DATA INTEGRITY : xxx.x %
single four element rosette type with balancing resistors
which allows it to be manually adjusted (by resistor
abrasion) after installation to obtain a residual output
signal of approximately zero. There are four strain
gauges used in a Thrust installation and balancing and
zero drift are more likely to provide problems. This Figure 42 - Data Averaging
method does not allow the fine-tuning of the bridge
circuit possible on a Torque bridge and therefore
adjustment of the associated circuitry is necessary. 5. Change AVERAGING INTERVAL to 20
During installation of a Thrust strain gauge bridge it is seconds.
normal to have a large residual Thrust value. a. Press the ENTER button once.
To add to this the compression on a shaft resulting from b. Enter the appropriate value using the
the thrust of the propeller is significantly smaller than the scroll up and down and ENTER keys.
twist caused by Torque. A typical shaft will have a c. Press the ENTER button once to store
maximum Torque strain gauge signal of ~7mV and a the value.
Thrust value of only 0.7mV which is reflected in the fact 6. Scroll to the THRUST CONFIGURATION
that a typical shaft will require a Thrust shaft constant screen and record the THRUST Value. Ensure
approximately 10 times that of the Torque constant. This that the value is allowed to stabilise for at least a
results in a relatively noisy Thrust signal. time period greater than the AVERAGING
To accurately determine the residual Thrust strain gauge INTERVAL (20secs).
signal of a stationary shaft it is recommended to view the 7. Change the THRUST OFFSET value to
displayed Thrust value with an average interval of above 0.0000mV
20secs and apply the necessary zero offset to correct for a. Press the ENTER button once.
this value. The subsequent procedure details the b. Enter the appropriate value using the
necessary steps: - scroll up and down and ENTER keys.
c. Press the ENTER button once to store
Procedure the value.
8. Monitor the THRUST Value. Turn the shaft
th
A blank Thrust calibration table is provided in Appendix forward on turning gear for approximately 1/10
B (an example of a completed table is shown below in of a revolution and then allow the displayed
Example 2), photocopy it and complete it using the value to settle for approximately 30secs before
procedure detailed below: recording the value.
1. Switch the Display to Configuration Mode (see
section 2.5.4). 9. Calculate the average Thrust strain gauge
2. Scroll through the screens until the THRUST signal using the formula: -
CONFIGURATION screen is displayed. Record
the THRUST CONSTANT on the Thrust zero Average Thrust Value (8 )
Average Thrust Strain Gauge Value =
calibration table. Thrust Shaft Cons tan t (2 )
THRUST CONFIGURATION 10. The required Thrust OFFSET is the additive

inverse of the average Thrust strain gauge
THRUST xxxxxx kNm signal. Scroll to the Thrust Offset screen and
THRUST CONSTANT +xxxx.x kNm/mV enter the value.
11. Observing the THRUST value can assess the
UNCORRECTED ADC +/-xx.xxxx mV
success of the operation. The displayed value
CORRECTED ADC +/-xx.xxxx mV should settle to approximately 0kN after the
OFFSET +/-xx.xxxx mV Average Interval time has been exceeded.
THRUST GAIN xxxxxxxxxx 12. Scroll to the Average Interval display and return
it to the original value (point 4).
13. Monitor the THUST value and repeat if
Figure 41 - Thrust Configuration necessary.
14. Switch the TSX5 to Normal Mode.
15. The procedure is now complete.

Example 2 3.3 DIAGNOSTIC CHECK PROCEDURE
This procedure, requiring no tools, should be carried out

Thrust Shaft Constant (2) 3047.7 kN/mV whenever a fault is suspected or a new PCB or
component is fitted in the system.
Existing Thrust Offset (3) +0.1020 mV Procedure
1. Make a photocopy of the checklist in Appendix C

Existing Average Interval (4) 10 seconds. (see note below).
2. If commissioning, write the values as required due
to the ships logistics e.g. shaft constant, max/min
Existing Thrust Value for 151 kN power, speed torque and or thrust etc. These
Stationary Shaft (6) should have already been determined.
(Average Interval = 20 secs.) 3. If installing upgrades record the values already
programmed into the unit.
4. Once the upgrade/maintenance has been
Thrust Value for Stationary performed record the new values onto the check
Shaft (8) -160 kN list and file this for any future reference and/or
(Thrust Offset = 0.0000 mV send to service@Seatechnik.com
Average Interval = 20 secs.) 5. Return the TSX5 to Normal Mode.
Average Thrust Strain Gauge -160 = -0.0525 mV

Signal (9) 3047.7
Thrust Zero Offset is the

additive inverse of the +0.0525 mV
Average Thrust Strain Gauge
Signal (10)
Zero Offset =
Average Re ading × (− 1)

3.4 MECHANICAL MAINTENANCE In particular: -

Check the rotor rings are securely fitted to the shaft via
WARNING: When carrying out checks on the power the 4 off M8 bolts, 2 on each side, fitted to the clamping
head and rotor ring take great care. If the shaft is bars in each ring half. These are fitted with two Bellville
being inspected whilst stationary ensure that it (dished) washers each. The purpose of these washers is
cannot possibly start turning unexpectedly by to exert a known clamping force to the rings on the shaft,
informing the relevant parties and engaging the the bolts should be tightened so the washers compress
turning gear if at all possible. to at least half their height.
When carrying out checks on the TSX5 with the Check on the security of the Power Head mounting bolts
shaftturning take great care. Do not get too close to and grub screws. Do not tighten excessively.
the shaft. Ensure that you do not allow any loose
clothing, long hair or equipment close to the shaft Check on the security of the stand bolts including the
that could possibly get caught. Never attempt to large fixings used to mount the stand onto the pedestal.
carry out an inspection if the vessel is experiencing
3.5 ALIGNMENT OF ROTOR AND STATOR
large movements due to poor sea conditions.
COMPONENTS
There can be considerable vibration levels present on
the TSX5 installation which can be made worse on The design of the TSX5 system requires the power head
systems mounted on pedestals greater than 1m high and and rotor rings to be in close proximity. This is not a
insufficient bracing. Refer to section 4.1 for more problem as long as the power head and rotor rings have
information on the recommended pedestal design. been correctly aligned but be aware that the power head
is a relatively fragile device. The impact from a spinning
Periodically inspect the anti vibration rubber mounts rotor ring could damage the ceramic components inside
which hold the stator. There is a tendency for these to causing irreparable damage.
become twisted during installation due to the gripping Power transfer can be determined by observing the
nuts used to mount to the enclosure. You can check for unregulated voltage on the local display with the system
this by observing the moulding lines that run along the in diagnostics mode (see section 2.5.3).
rubber. If the mounts are twisted replace the gripping
nuts with a standard M8 nut and spring washer ensuring With the shaft stationary the power head should be
the twist is removed. The vibration mounts can be routinely checked for scuffmarks on the front face
stressed when twisted and subsequently more likely to suggesting contact with the rotor rings. Do not remove
fail. the power head; just carry out a visual inspection in situ
using a torch. Also check the rotor rings for marks
indicating contact with the power head. This check
should be done with the shaft stationary.
The rotor ring run out should also be checked with the
shaft turning. Ideally there should be less than 1mm run
out but greater than this should not cause any problems
up to an absolute maximum of approximately 5mm. If
there is any rotor ring run out it should be immediately
obvious with the shaft turning. The rotor ring run out can
also be checked using a dial gauge whilst turning the
shaft on turning gear. If there is any run out on the rings
the power head should ideally be centred on the rotor
ring accordingly.
The rotor rings will not move due to normal operation but
could be knocked out of alignment if struck heavily. If the
rotor rings display a large run out it is recommended to
Figure 43 - Anti-Vibration Mounts remove the power head to prevent damage and contact
Seatechnik.
Additionally carry out a visual and physical inspection of Very large vibrations and/or an insufficiently braced
the components inside the enclosure to confirm the pedestal can also result in the power head coming into
security of the PCB and PSU (ensure the power is contact with the rotor rings. This problem is generally
turned off before physically inspecting inside the only seen on systems using a pedestal with a height
enclosure – Be Aware, High voltages are present greater than 1m and insufficient support bracing. It is
inside the enclosure). The power head, rotor rings and recommended that a minimum of 3 or preferably 4
stand fixings should also be inspected. Refer to section substantial support braces are used at an angle of 30° or
3.5 for more information on the alignment and inspection greater from vertical as shown in drawing
of the rotor and stator components.
TSX(PJxxxx)8550-V0-120
Contact Seatechnik if this is not the case.

3.6 GENERAL TESTING & FAULT FINDING
General testing is performed from the LCD display. If the

TSX5 is working at all then all operational data is
available from this display. If there is a more major
problem with the TSX5 then the following procedure
should be followed: -
1. Confirm that LED1, LED2 & LED3 are lit on the

MAIN I/O PCB. (see section 3.7.1)
2. Confirm the green LED is flashing on the
ROTOR PCB (see section 3.7.3)
3. Confirm the current limit LED10 on the MAIN
I/O PCB is off (see section 3.7.8).
If these LEDs are not in these states then the reason

needs to be investigated and resolved. When all LEDs
are correct then enter diagnostic mode. (see section
2.5.3)
1. Confirm that the rotor voltages are satisfactory

2. Confirm that the configuration values are set
correctly.
3. Scroll through each screen to check the values
match the values recorded on the latest issue
APPENDIX C - FULL
CALIBRATION/COMMISSIONING
CHECKSHEET.
4. Confirm the wiring to the ship is in good order.
Detailed fault finding of various components are given in

the following sections.

3.7 COMPONENT TESTING
3.7.1 MAIN I/O PCB
The Main I/O PCB is a six layer PCB with many hidden tracks and planes and as such no testing or rework should be
attempted without full co-operation with SEATECHNIK.
Details of the tests and visual inspections to carry out are below: -
Figure 44 - Main I/O PCB

3.7.2 TESTING THE PSU AND VOLTAGE 3.7.4 TESTING THE ANALOGUE OUTPUTS
REGULATION ON THE MAIN I/O PCB
Each of the analogue outputs is controlled by a
1. Measure the mains supply at the fuses and dedicated, separately isolated, circuit.
ensure it is either 110 or 220 Vac +/- 20%. If no outputs can be obtained with any external circuitry
2. Measure the incoming 24Vdc supply to the disconnected the following checklist must be followed: -
Main I/O PCB on TP2 a. Enter Diagnostic Mode on the local display
3. Measure the 5V supply at TP3 indicated by (section 2.5.3)
LED1 b. Scroll to the appropriate Analogue Settings
4. Measure the 1.8V supply at TP4 indicated by screen, e.g.
LED2.
5. Measure the 3.3V supply at TP5 indicated by Analogue 1 Settings
LED3.
3.7.3 TESTING THE TELEMETRY SYSTEM

Output Type : Power
Lower Bounds : 0 kW
The telemetry transceiver circuitry consists of a sealed Upper Bounds : 200 kW
module fixed to the Main I/O PCB. No adjustments can Slope : 100.0 %
be made. Offset : 0 kW
The antenna and coaxial cable and connections should
be inspected inside the Main enclosure to check if the
cable has been subject to damage such as an excessive
pull. Check also for corrosion and/or water ingress to the Figure 45 - Analogue Settings
SMA connector.
The ZigBee module used in the TSX5 is a low power
2.4GHz ISM band Transceiver, making use of a fast c. Check the settings are logical and achievable
wireless mesh networking interface. (see the example above), and there is a valid
Before the Rotor and Stator can begin to communicate input being received from the rotor.
data a network needs to be established, communication d. If the system is stopped, 4mA (or the
is initiated by the Main I/O board and the Rotor board appropriate zero figure) can be measured
takes over transmission from then on, this is done with across the corresponding O/P.
minimal input needed by the user and providing a signal If a figure equal to the upper bounds is then
path can be initiated it will be done automatically upon entered into the offset field the O/P should rise
power up if SW2-switch 4 is ‘on’ on the MAIN I/O PCB, to 20mA (or the equivalent value for maximum
and SW1-switch 4 is ‘on’ on the ROTOR PCB, once the O/P).
network has been established the local display will NOTE – be sure to set the offset back to the
advise you to power down the system and switch both previous or default value after testing.
these switches off. e. For each channel there is a fault LED which is
Once a network has been established upon power up lit if there is a fault in the internal circuitry of
there will be some output from LED6 on the Main I/O each channel or there is no connection/load
Board and from LED4 on the Rotor Board, if both the applied.
LED’s remain off no network has been established, if Check the fault LED is not lit when a load
both LED’s are constantly on, a network has been (meter) is applied across the terminals, these
established but no communication is taking place. If can be found in the following locations-
LED4 is flashing on the Rotor module it is trying to send PL11 - ANA1 - LED12
data, if LED6 is flashing on the stator module is flashing PL12 - ANA2 - LED13
it is receiving good packets of data and if LED5 is on PL13 - ANA3 - LED11
constantly the processor has decoded this data and the PL14 - ANA4 - LED14
system is working correctly and valid data is being
If any of these LEDS are lit whilst a correct load
transmitted by the rotor. See Figure 44 above
is applied it is likely to be a hardware fault and
and Figure 47 below for the location of the LED’s. therefore contact SEATECHNIK for further
If LED6 or LED4 are not on ensure both units are advice.
powered correctly (see above) and the signal path is
sufficient to allow communication. If this is the case and 3.7.5 TESTING THE DIGITAL OUTPUTS
the antenna is in good condition seek advice from
Seatechnik Ltd.
There is a single digital output available on the SERIAL
output PL8. The digital data is an NMEA string which is
refreshed 10 times per second. The signal is output at a
baud rate of 4800, with an 8-none-1 data format. It can
be read using a terminal program such as
HyperTerminal.
All inputs/outputs to the Main IO PCB are

shown in Figure 44.

3.7.6 TESTING THE ALARM OUTPUTS 3.7.8 TESTING THE POWER HEAD SUPPLY AND
CURRENT LIMITING
The two alarm contacts, cumulative power and over
torque can be tested by adjusting the settings for these 1. Measure the Power head supply voltage at
alarms TP12, 1&2 this should be between 12vdc and
As follows - 20vdc and is set by VR4 and should be set
during the commissioning of a new system with
The cumulative power alarm can be tested by setting the reference to the drive level readout on the local
level on the System Alarms page to the lowest value – display meter which is available in Diagnostics
1kWh, or Configuration mode. A typical setting would
Then while the shaft is spinning the alarm output should be approximately - Drive level 18.0V,
close for 100mS every time 1kWh of work is done. unregulated voltage 12V +/-2 regulated voltage
4.9V and the frequency should be close to
The over torque alarm can be tested by setting the value 45kHz.
to a low value e.g. 1kNm and then back to the original 2. With the power head disconnected use a
value whilst monitoring the alarm output contacts. current meter, set to at least 3A, connected
The alarm should close and then open when the max across PL6 1&2, this should illuminate the
torque figure is re-entered. current limiting LED10 and give a reading on
the meter, this is the current limit set by VR1
Make sure all settings are returned to their original and should be set during the commissioning of
required values. a new system, a figure of 1.4A is typical.
3.7.7 EXTRA OUTPUTS

POWER TRANSFER DATA
There are several extra outputs on the Main I/O, at the
time of writing these are for future upgrade only and are POWERHEAD VOLTAGE xx.x V
not detailed in this manual, please refer to any
POWERHEAD CURRENT x.xx A
addendum to this manual if these outputs are fitted to
your system. POWERHEAD FREQ xx.x KHz
ROTOR UNREG VOLTAGE xx.x V
Note. If a problem is suspected on the Main IO PCB ROTOR REG VOLTAGE xx.x V
the suggested course of action is to replace it, but
be aware that there are several different versions of
software available. Any replacement PCBs must
contain the latest issue software, Figure 46 - Power Transfer Data
Please contact Seatechnik to confirm.
There are several configuration values on the TSX5,
which are stored on an EEPROM On the MAIN I/O
PCB. If the MAIN IO PCB is exchanged for any
reason it is necessary to set the system to
configuration mode (see Section 2.5.4) and step
through all the configuration pages and re-enter the
settings from the latest
APPENDIX C - FULL
CALIBRATION/COMMISSIONING CHECKSHEET.
Only then will the values be written to the micro-
controllers on the Main I/O PCB.

3.7.9 TESTING THE LCD DISPLAY
The LCD display does not contain any user adjustable

components. In the unlikely event of its failure ensure
power is reaching the unit and that the signal wiring to
the main enclosure is good.
There is a small potentiometer on the display PCB in the
local and remote display, this is for adjusting the contrast
of
the display to achieve an easily readable screen.
If the LCD display is working then enter Diagnostic mode
(section 2.5.3) and confirm that each screen is working
correctly, with valid data being displayed on all screens.
Select Configuration mode (section 2.5.4) and confirm
that the configuration values can be changed i.e.
averaging, slope etc and that it will accept the new
values. Ensure the previous values are re-entered.
When configuration mode is selected on the Main I/O
PCB, LED8 will be permanently illuminated.
Always ensure to switch back to NORMAL MODE
once checks have been completed. Figure 48 - Rotor PCB Bottom
3.7.10 TESTING THE ROTOR PCB
If the ROTOR PCB and the other components are
The ROTOR PCB green LED4 is illuminated once at working correctly and are paired with the main I/O the
switch on, (visible through the clear PCB carrier end LCD display will show diagnostic information, particularly
plate) and then flashes continuously as each packet is regulated and unregulated voltage, if this is present the
transmitted thereafter. PCB is very probably working correctly.
If at switch on LED 1 illuminates brightly sufficient power The speed sensor output is read at the LCD Display,
is reaching the rotor for the circuitry to operate. If after a which will give the shaft speed in RPM. The shaft must
short delay LED 3 then commences flashing then the be rotating at greater than 10 rev/min for the speed
micro-controller is active, if a valid network is set up sensor to show the shaft speed.
between the rotor and Main I/O after a short delay
communications should commence and telemetry should
be available at the LCD display. Should LED 4 not
commence flashing ensure sufficient power is reaching
the PCB. The PCB can be powered from a 9-volt battery,
or similar PSU, connected to PL4. Do not exceed 12
volts.
Figure 47 - Rotor PCB Top

3.7.11 Pairing and I.D. settings
PAIRING
For the ZigBee radio modules to communicate with each
other they must be paired, or joined in a network, this is
done at commissioning and should need no further
operation, the network will remain paired even after
power down, evidence of this pairing and the network
PAN I/D can be obtained from the screen shown below,
if the ZigBee network I.D for the Main I/O and the rotor
are present then the ZigBee network is paired and the
network PAN I/D will be shown at the bottom, if the Main
I/O info is not present this indicates a problem with the
radio module or power supply on the Main I/O PCB, if
after checking the Power supplies there is still a problem
please contact Seatechnik as the radio module is a
surface mounted component and no user maintenance
is possible.
If the Rotor information is not displayed check the Rotor
PCB is powered from the power coil/Powerhead setup,
this Power can be provided from a 9v battery for a short
time if a suitable connector is available. If the Rotor is
still not joining the network please contact Seatechnik as
the PCB is not user serviceable.
If the Display info is not available please check the wiring
between the display and the Main enclosure.
System Software Versions
Main I/O : 9058.01.001.xxx

Rotor : 9059.01.001.xxx
Display : 9062.01.001.xxx
Pan Info : xx,xxxx +/-xxdB x
Figure 49 – Software Versions Page
SYSTEM I/D
The system I/D is a setting used to differentiate between
different systems when pairing, in the case of a multiple
shaft vessel, this is set by a series of three switches on
the Main I/O PCB and the Rotor PCB, although there are
four switches on each bank, only the first three are used
to set the System I/D and these must be set the same
for any Main I/O and Rotor PCB to Pair.

4 INSTALLATION
4.1 LOCATION
4.2 STRAIN GAUGING
Considerations of access are required and the strain-
gauges should be at least 300mm from shaft bearings or This information is provided here to explain the
seals to eliminate any slight errors due to temperature procedure and importance of attention to detail required
gradient along the shaft. There should also be a distance when installing strain gauging, we do not recommend
of two times the diameter of uniform shaft either side of you attempt this procedure without training and practice.
the Rotor installation to allow the lines of force to be
uniform when they are measured. 4.2.1 TORQUE BRIDGE
A section of shaft approximately 200mm long is normally The typical TSX5 system requires a single Rosette gage,
required for installation of the Rotor Rings. (Smaller wired as a full bridge plus terminal (TAG) strip and
sections are possible, to a minimum of 120mm abraidable resistor.
depending on the diameter). The system is generally
located after the reduction gearbox and forward of the
OD box for most CPP installations. This position
generally gives maximum strain for torque and hence
best accuracy and repeatability.
Normally the ship owner or shipyard will position and

weld a vertical pedestal below and to one side of the
shaft carrying a flange to enable mounting of the stand
and stator.
SeaTechnik Ltd supplies all the other components. The
stand should be suitably braced to prevent any
movement due to vibration. There should be no more
than 1mm deflection in any direction with 50kg force
applied. For stands greater than 600 mm refer to TSX-
8550-V0-120 for a typical pedestal design. For stands
less than 600mm high, refer to drawing TSX-8550-V0-
101.
The power head is normally located at the mid-diameter

of the shaft or higher, as shown in drawing TSX-8550-
V0-101. This arrangement is also suited where access
below the shaft is limited and deep flooding of bilges is
likely.
Seatechnik Shaft Power Meters as supplied can be used

in both RH and LH form; generally heads are fitted
outboard of inward turning shafts and vice versa to
reduce risk of rags etc being trapped between head and
rotor. Figure 50 Torque Rosette Strain Gauge Installation
The stator unit is normally mounted on the outside of the

stand, at approximately the same height as the power
head, but can be bulkhead-mounted within 5m of the
head.

There are also many aspects of the installation that may

The alternative Torque strain gauge installation involves affect the long-term stability, namely the bonding
bonding a pair of half bridge 45° chevron gauges either procedure, and environmental protection. Both these can
side of the shaft (180° round the shaft from each other) cause an installation to fail or produce inaccurate
and connecting these in a full bridge configuration, this measurements over time.
configuration will be used in high speed and smaller
shaft installations where bending and whirling may be an Another cause of measurement inaccuracy is strain
issue. gauge misalignment. This is especially critical in thrust
installations which require an alignment accuracy of
better than 1°. On a gauge measuring only 10mm that is
very little room for error.
Once installed the resistance to earth must be better
than 10MΩ to avoid offset and drift error.
Strain gauging is a specialist process and the general
notes below are for information only:
1. Having selected the location for the meter (from

the rings or shipyard-installed pedestal), clean a
section of 90° x 120mm (220° x 120mm for
chevrons) around the shaft using degreaser,
360 grit abrasive and chemical surface
preparation.
2. Use the V-gauge and fine ball pen to burnish a

line along the shaft on one side in the cleaned
location.
3. Measure half circumference (measure both

ways around the shaft), with steel tape and
mark a line for the opposite gauge.
4. Carefully align gauges with scribed line and

bond gauges and contact strip 45 degs location
for rotor board. Use AE10 bonding agent and
refer to data sheet. Use the vacuum bonding
and heating pads to cure the adhesive.
5. Solder interconnection wires to the connection

tag strip, solder single cores to contact strip
using the following colour code: -
EX+ RED
EX- BLUE
Figure 51 – Alternative Torque Strain Gauge SIG+ YELLOW
Installation SIG- GREEN
(Signal polarity is dependent on rotation

The importance of attention to detail, and precise direction and is checked after curing)
adherence to instructions, cannot be over-emphasised in
every aspect and procedure of strain gauge installation 6. Check insulation resistance is greater than
including:- 10G-ohm and record.
surface preparation,
gauge alignment, 7. Attach a PP3 9V battery across EX+ and EX-
strain gauge bonding, and a multi meter set to 200 mV range
termination across SIG+ and SIG-. An offset of approx
and environmental protection. +/-1-2 mV is to be expected.
Reduce this bridge offset to +/-0.02mV by very
Fundamental to a successful strain gauge installation is carefully rubbing the abraidable resistor (or R1
an understanding of cleanliness and contamination. and R3 or R2 and R4 gauges for Chevrons)
All open surfaces not thoroughly and freshly cleaned with a soft eraser.
must be considered contaminated, and require cleaning
immediately prior to gauge bonding. Similarly, it is 8. Affix PTFE covering over gauges and coat with
imperative that the materials used in the surface M-coat J or Dow-Corning RTV equivalent (non-
preparation be fresh, clean, and uncontaminated. acidic variety).
It should be noted that strain gauges are supplied
chemically clean, and specially treated on the underside
to promote adhesion. Simply touching the gauges with
the fingers (which are always contaminated) can be
detrimental to bond quality, use of clean tweezers is
recommended where possible.

4.2.2 THRUST BRIDGE 5. Solder interconnection wire to connection

tagstrip, solder single cores to contact strip
The Thrust strain gauging involves bonding four 2 using the following colour code:
element gauges either side of the shaft (90° round the
shaft from each other) and connecting these in a full EX+ RED
bridge configuration. Once installed the resistance to EX- BLUE
earth must be better than 10MΩ to avoid offset and drift SIG+ YELLOW
error. SIG- GREEN
Refer to the previous chapter for details on the general
procedure for stain gauge installation with the following (Signal polarity dependent on rotation direction
changes checked after curing)
1. Having selected the location for the meter (from 6. Check insulation resistance is greater than 10
the rings or shipyard-installed pedestal), clean meg-ohm and record.
the complete circumference by 120mm wide
360° around the shaft using degreaser, 360 grit 7. Attach a PP3 9V battery across EX+ and EX-
abrasive and chemical surface preparation (if and a multi meter set to 200 mV range
installing a Torque installation cleaning the across SIG+ and SIG-. An offset of approx
shaft for both installations at the same time will +/-1-2 mV is to be expected.
shorten the cleaning time). Reduce this bridge offset to +/-0.02mV by very
carefully rubbing the gauges with a soft eraser.
2. Use the V-gauge and fine ball pen to burnish a
line along the shaft on one side (remember to 8. Affix PTFE covering over gauges and coat with
allocate your space evenly so as to not interfere M-coat J or Dow-Corning RTV equivalent (non-
with the Torque installation), then measure acidic variety).
around the shaft ¼ circumference and make
another burnished line, repeat this until all four 4.2.3 ROTOR COMPONENTS
are marked.
1. Set the rotor unit pair of half rings over the
Mark a position for the tag-strip which will be strain gauges (or gauge location) with the
used to join all of the gauges to form a bridge gauge connection tag-strip offset to either side
of the circuit board location.
3. Clean and prepare all marked areas for
gauging. 2. Loosely fit the four securing bolts. Ensure the
rings are correctly located over the strain
4. Carefully align gauges with scribed line and gauges and square to the shaft.
bond gauges and contact strip at top
underneath location for rotor board. Use AE10 3. Tighten the securing bolts equally and evenly
bonding agent and refer to data sheet. Use the so that the ring gaps are equal and parallel. Re-
vacuum silicon rubber pads to hold down and check that both rings are square on shaft and
heat the gauges, note - only three areas can be faces are parallel. Ensure the rotor half rings
bonded at one time. are correctly and evenly seated on the shaft.
4. Wind 20 turns of 7x0.2mm PVC wire into the

Power Coil Former slot. Start by pushing
approx. 0.5 m wire through hole in the ring
adjacent to the PCB carrier position and secure
by tying or taping to a convenient point. The
windings must be kept taut and neat.
5. Carefully part the layers and insert a 0.5 m tail

into the radial bore using a blunt rod to initially
push the tail through. Pull the wire through and
taut. Check that the windings are taut and neat.
Figure 52 - Rotor Ring Torque and Thrust Gauge

Positioning

2. Secure wiring and cut to length. Run into

6. Apply the RTV silicone sealant to the power coil glands and fit the 0.2" screw plug connectors
groove to seal and retain the winding (using onto stripped sleeved cables.
masking tape along the edges to catch the
waste), smooth down to give a good finish. 3. Terminate fixed wiring and test.
Sealing gaskets are also required in the gap
between the points where the 2 halves of the
rotor ring join. 4.4 SETTING UP PROCEDURES
7. Terminate the gauge and rotary transformer Refer to Sections 2 and 3 & APPENDIX C - FULL
connections to the rotor circuit board using the CALIBRATION/COMMISSIONING CHECKSHEET
crimp pin sockets supplied. Fit the rotor board, for configuration.
connecting the power coil and strain gauge
connection. 4.5 WIRING CONNECTION
The ships wiring connects to the TSX5 through the

4.3 STATOR COMPONENTS glands in the bottom of the enclosure. All terminations
are to the Main IO PCB and can be seen in Figure 53, all
1. Fit the stand to the shipyard-supplied pedestal connections will accept conductors from 0.5 to 1.5mm².
and fit stator unit and power head to the stand. Please note – Due to the nature of the Switched Mode
Align head so that power head is 5-10mm from PSU used in this device, we recommend an earth is
the power coil and central to it. connected to the earthing terminal alongside the L1 & L2
terminals, if this is not supplied please connect the earth
Ensure that ring will not foul the power head on terminal to a convenient local Hull or ships structure
one full rotation of the shaft. grounding point.
Tighten all securing bolts firmly.

LIVE TERMINALS
O/P ADJ CAUTION -
Figure 53 - System Inter-Connection

APPENDIX A -TORQUE STRAIN GAUGE ZERO OFFSET CALIBRATION TABLE
Enter Configuration mode. (Section 2.5.4)
Forward Reading Reverse Reading
Reading F1 (4)
Reading R1 (5)
Reading F2 (6)
Reading R2 (7)
Reading F3 (8)
Reading R3 (9)
Sum of Readings
Average Reading (10)

=
(F1 + F 2 + F 3) + (R1 + R2 + R3)
6
Zero Offset is the Additive inverse of the

Average Reading, rounded to 4 decimal
places. (11)
Zero Offset = Average Re ading × (− 1)
Exit Configuration mode. (Section 2.5.4)
Please refer to Section 3.1 for further info on the Torque Zero Offset Calibration Procedure.

BLANK PAGE

APPENDIX B – THRUST STRAIN GAUGE ZERO OFFSET CALIBRATION TABLE

Thrust Shaft Constant (2)
Existing Thrust Offset (3)
Existing Average Interval (4)
Existing Thrust Value for Stationary Shaft (6)

(Average Interval = 20 secs.)
Thrust Value for Stationary Shaft (8)

(Thrust Offset = 0.0000 mV
Average Interval = 20 secs.)
Average Thrust Strain Gauge Signal (9)
Thrust Zero Offset is inverse of the Average Thrust

Strain Gauge Signal (10)
Zero Offset = Average Re ading × (− 1)
Please refer to Section 0 for further info on the Thrust Zero Offset Calibration Procedure.

BLANK PAGE

APPENDIX C - FULL CALIBRATION/COMMISSIONING CHECKSHEET

Date: .................. Checked by: ...................................... Name of Ship:.........................................
Shaft. ................. (Port, Starboard or centre).
Switch the TSX5 on and allow it to stabilise for approx. 1 minute.

Power Module Calibration Expected Recorded Pass Fail Comments
Value Value
1 Record Power Head Voltage 12 - 24Vdc
2 Record Power Head frequency 38 to 47 kHz

3 Record power head current 0.8 – 1.2 A
4 Check Rotor Board Unregulated Voltage and adjust 8.0 - 14V

drive level if necessary.
5 Check Rotor Board Regulated Voltage 5.0V
(±0.5V)
Rotor Module Calibration Expected Recorded Pass Fail Comments
ONLY PERFORM THESE NEXT TESTS WHEN Value Value
SHAFT IS STATIONARY
6 Insert Torque constant from TSX-5 Master Torque 0 to
Thrust Calculation documentation 9999.9kNm/mV
7 Determine torque offset and set within the range – -10 to +10 mV
10 to +10 mV (Section 3.1).
8 Ensure uncorrected ADC is within the range +10 mV -10 to +10mV
to -10mV. Please note if this value is more than +/-
2.5mV check the strain gauge installation
9 Ensure corrected ADC is within the range ±0.0010 ±0.0010 mV
mV.
10 Log torque Gain
11 Averaging Interval
Select desired averaging time and set within the 0 - 100 secs
range 0 to 20 seconds.
12 Data Integrity
With the rotor communicating with the Main 0 - 100%
I/O, leave for 5mins and record the value
13 Signal strength 0 to -90dB
Signal quality factor 1 to 5
14 Select desired Power lower bounds and set within 0 to 100,000 kW
the range 0 to 100,000 kW.
15 Select desired Power upper bounds and set within 0 to 100,000kW
the range 0 to 100,000kW.
16 Select desired Power slope and set within the range 0 to 1000.0%.
0 to 1000.0%.
17 Select desired Power offset and set within the range ± 100,000 kW
± 100,000 kW
18 Select desired Speed lower bounds and set within 0 to 1000 rpm
the range 0 to 1000 rpm.
19 Select desired speed upper bounds and set within 0 to 1000 rpm
the range 0 to 1000 rpm.
20 Select desired Speed slope and set within the range 0 to 1000.0%.
0 to 1000.0%.
21 Select desired Speed offset and set within the range –1000 to + 1000
–1000 to + 1000 rpm. rpm
22 Select desired Torque lower bounds and set within 0 to 10,000 kNm
the range 0 to 10,000 kNm.
23 Select desired Torque upper bounds and set within 0 to 10,000kNm
the range 0 to 10,000kNm.
24 Select desired Torque slope and set within the range 0 to 1000.0%.
0 to 1000.0%.
25 Select desired Torque offset and set within the range –10,000 to
–10,000 to + 10,000 kNm. + 10,000 kNm

25 Log the system software versions

26 Main I/O
27 Main I/O Zigbee I/D
28 Rotor
29 Rotor ZigBee I/D
30 Display
31 Pan Info
If Thrust is configured in this system
32 Insert Thrust constant from TSX-5 Master Torque 0 to
Thrust Calculation documentation 10000.0 kN/mV
33 Determine Thrust offset and set within the range – -10 to +10 mV
10 to +10 mV (Section 0)
34 Ensure uncorrected ADC is within the range +10 mV -10 to +10 mV
to -10mV. Please note if this value is more than +/-
2.5mV check the strain gauge installation
35 Ensure corrected ADC is within the range ±0.0010 ±0.0010 mV
mV.
36 Log Thrust Gain
37 Select desired Thrust lower bounds and set within 0 to 4,000 kN
the range 0 to 4,000 kN.
38 Select desired Thrust upper bounds and set within 0 to 4,000 kN
the range 0 to 4,000 kN.
39 Select desired Torque slope and set within the range 0 to 1000.0%.
0 to 1000.0%.
40 Select desired Thrust offset and set within the range -4000 to +4000
-4000 to + 4000 kN. kN


APPENDIX D – TSX5 GREEN PASSPORT & MATERIAL INFORMATION FOR

COMPLIANCE WITH Appendix 2 of MEPC.179(59) Inventory of Hazardous Materials
(IHM)
Materials Listed in Appendix 1 of the convention
A. Obligatory for New and Existing Ships (1) Application Location Approximate Quantity
Asbestos NIL
Polychlorinated Biphenyls (PCBs) X NIL
CFCs NIL
Halons NIL
Other fully halogenated CFCs NIL
Carbon Tetrachloride NIL
1,1,1-Trichloroethane (Methyl Chloroform) NIL
Hydrochlorofluorocarbons (HCFCs) NIL
Hydrobromofluorocarbons NIL
Methyl Bromide NIL
Bromochloromethane NIL
Tributyl Tins NIL
Triphenyl Tins 4 Organotin NIL
Compounds NIL
Tributyl Tin Oxide (TBTO) NIL

B. Obligatory for New Ships and New Installations; Voluntary for
Existing Ships (1) Application Location Approximate Quantity
Cadmium and Cadmium Compounds NIL
Hexavalent Chromium and Hexavalent Chromium Compounds NIL
Lead and Lead Compounds NIL
Mercury and Mercury Compounds NIL
Polybrominated Biphenyl (PBBs) NIL
Polybrominated Dephenyl Ethers (PBDEs) NIL
Polychloronaphthalanes (more than 3 chlorine atoms) NIL
Radioactive Substances NIL

Certain Shortchain Chlorinated Paraffins (Alkanes, C10-C13,
chloro) NIL

INVENTORY OF POTENTIALLY HAZARDOUS MATERIALS ON BOARD

(Based on Paragraph 5 and Appendix 3 of IMO Res. A.962(23) as applicable)
PART 1 POTENTIALLY DANGEROUS MASTERIALS IN THE SHIP’S STRUCTURE AND EQUIPMENT
1A. Asbestos
Approximate
Type of Asbestos Application Location Quantity

NIL
NIL
Cautions : Asbestos containing material (ACM) may be found underneath materials that do not contain asbestos,
also may be found as a parts and/or joints in the machinery
1B. Paint – Additives on vessel’s structure
Specified Approximate
chemical
Name of Paint substances Location Quantity
NIL
NIL
1C. Plastic Materials
Approximate
Type Location System / Machinery Quantity/Volume Remarks
PVC
Engine Room TSX-5 Shaft Torsion 1.0 Kg Remote Display
Meter Enclosure
GRP/FRP
THERMOPLASTIC ELASTOMERE NIL
POLYURETHANE FOAM NIL
ETHYLENE PROPYLENE RUBBER NIL
BUTYL RUBBER NIL
VISCO ELASTIC NIL
NITRIL BUTADIENE RUBBER NIL
PTFE NIL
VINYL NIL
MISCELLANEOUS PLASTIC(Specify)
POLYPROPYLENE Engine Room TSX-5 Shaft Torsion 0.2 Kg Spares Box
Meter
NYLON Engine Room TSX-5 Shaft Torsion 0.5 Kg Cable Glands on
Meter main enclosure,
Display and
Powerhead.
1D. Materials containing PCBs, PCTs, PBBs at levels of 50mg/

kg or more
Approximate

NIL
NIL

1E. Gases sealed in ship’s equipment or

machinery
Approximate
Refrigerants(R12/R22) NIL
HALON NIL
CO2 NIL
Refrigerants (R12) NIL
Refrigerants (R22) NIL
Refrigerants (R134a) NIL
Refrigerants (R404a) NIL
HALON NIL
HCFC NIL
CO2 NIL
Acetylene NIL
Propane NIL
Butane NIL
Oxygen NIL
Nitrogen NIL
Argon NIL
Other (Specify) NIL
NIL
1F. Chemicals in ship’s equipment or

machinery
Approximate
Boiler/Water Treatment NIL
De-ioniser Regenerating NIL
Anti-seize Compounds NIL
Engine Additives NIL
Antifreeze Fluids NIL
Kerosene NIL
White Spirit NIL
Boiler / Water Treatment NIL
De-ioniser Regenerating NIL
Evaporator Dosing and Descaling Acids NIL
Paint / Rust Stabilisers NIL
Solvents / Thinners NIL
Chemical Refrigerants NIL
Battery Electrolyte NIL
Hotel Service Cleaners NIL
Other (Specify) NIL
NIL

1G. Other Substances inherent in ship’s

machinery or fittings
Approximate
Hydraulic Oil NIL
Lead Acid Batteries NIL
Lubricating Oil NIL
Hydraulic Oil NIL
Alcohol NIL
Methylated Sprits NIL

POWERHEAD
TSX-5 Shaft Torsion POTTING
Epoxy Resins Engine Room Meter 1.2KG COMPOUND
Mercury NIL
Radioactive Materials NIL
Perlite NIL
Wood/Plywood NIL
Invar NIL
Other (Specify)
Cotton Weave phenolic Resin (Similar to TSX-5 Shaft Torsion Dependant on shaft shaft ring collar
Whale Grade Tufnol) Engine Room Meter size material
TSX-5 Shaft Torsion Dependant on shaft shaft ring collar
6082 Aluminium Alloy Engine Room Meter size material
1H. Electrical and Electronic Equipment
Approximate
Material Location System/ Machinery Quantity/Volume Remarks

Main Unit,
Remote Display,
TSX-5 Shaft Torsion Power Head &
Printed Circuit Boards (Lead Free) Engine Room Meter Quantity = 4 (<2kg) Rotor Board
1I. Constructional Materials
Approximate
Material Location System/ Machinery Quantity/Volume Remarks

TSX5 Shaft Torsion
Constructional steel Engine Room Meter 27 Kg Stanchion
Steel pipe NIL
Constructional stainless steel NIL
Wood NIL
Steel Casting NIL
Forging NIL


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© SEASYSTEMS TECHNOLOGY LTD (T/A SEATECHNIK) 2011 Operation and Maintenance Manual

Tel +44 1244 539635 Fax +44 1244 539880

TSX-5 SHAFT POWER METER

OPERATION & MAINTENANCE MANUAL

ISSUE AND AMENDMENT CONTROL

Issue Detail Approved Date

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FIGURES .................................................................. 4 4.2.1 TORQUE BRIDGE ................................ 38

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ppm - parts per million

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Strain gauges bonded to the shaft convert the small

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Two relay contact alarm outputs are fitted as standard,

The LCD display unit shows the operational, diagnostic

• Operational data consisting of - torque, speed,

Note; the configuration data can only be changed when

UM-8550-0-13 TSX5 User manual.doc 8 of 54

Figure 2 - System Block Diagram

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E = Young’s Modulus, typically 213 GN/m2 for

The TSX system has two pickups on the rotor, tuned to

Shaft Speed (RPM ) =

Equation 1 – Wheatstone bridge output

The strain gauge output Vo (mV) is equal to:

Equation 2 – Strain gauge output

UM-8550-0-13 TSX5 User manual.doc 10 of 54

1.6 CALCULATION OF POWER 1.7 THRUST - THEORETICAL OPERATION

Since Torque is directly proportional to the strain gauge GF=(dR/R) / (dL/L)

T = AD Value × K Vo/Ve = dR/R

A = (π x (Do/2) x (Do/2)) - (π x (Di/2) x (Di/2))

The operational accuracies and resolution of the system

Power +/-0.25 % of fsd range 1 kW

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module inside the power head. The required voltage is

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enclosure by means of a 3-core cable. The power head

Speed information is derived by measuring the period of

The Rotor PCB supplies the strain gauge with an

The rotor unit includes the Rotor PCB, which is installed

The rotor components are powered from the power

the Rotor PCB to the DC supply voltage which supplies

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The power head contains a highly efficient drive module

The LCD display can be mounted up to 100 metres away

Figure 8 - Stator post & Power Head

Figure 6 - IP67 display

Figure 7 - Panel mount display

2.4 POWER HEAD

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2.5 OPERATION 2.5.1 START-UP SCREENS

Each mode is dealt with in detail below.

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Alternatively upon request, the system can be factory set

The ENTER button is not active in Normal mode.

Figure 13 - Normal Mode Live Data (Small Font /

SPEED xxxxxx RPM Torque – is the rotational force applied by the

UM-8550-0-13 TSX5 User manual.doc 17 of 54

xx.xxxxx kWh xx.xxxxx kWh