CREW TRAINING MANUAL ENGINE KOMROWSKI BEFRACHTUNGSKONTOR KG (GmbH & Co.) HAMBURGCREW TRAINING MANUAL r-ceat R001 TABLE OF CONTENTS Ns KOMROWSKI ENGINE CONTENTS page 1. INTRODUCTION 7 ENGINE CONTROL AND MEASURING SYSTEMS 14 POWER MANAGEMENT SYS. - DIESEL GENERATORS (SELCO).. 1 741 Synchronizing and Load/Power Control i 2 742 Protective Relays and Systems . 5 743 Power Monitoring ... ft 144 Power Management 7 745 Engine Start and Management 9 146 Alarm Annuneiators and Indicator ... i 19 ELECTRICAL MACHINERY .. i 79.1 General Instructions for Electrician ... 1 79.2 Distribution 1 719.3 Safety .. : 2 79.4 ‘AC Motors and Generators 2 1941 AC MOt018 serene 2 79.4.2 AC Generators 3 79.43 Parallel Operation of AC Generators. 3 195 Faults and Effects .. 4 7.95.1 Generators... 4 7.95.2 Motors 4 79.6 Maintenance .. 5 797 Batteries 5 79.7.1 Alkaline Batteries 6 79.72 Lead Acid Batteries «... 6 79.13 Maintenance of Batteries 6 798 Protective Devices . 6 8. SHIP AND ENGINE SYSTEMS 8.1 M/E- SUPPORT SYSTEMS sersunnsnnoe 2 8.1.1 Starting Ait/Compressed Air System... 5 8.1.2 Fuel Systems 5 81.22 Fuel Treatment Systems 6 8.123 Fuel Forwarding System 7 8.1.3 Lubrication Systems 8 81.3.1 Main Engine LO Circulating System 9 8.13.2 Main Engine Cylinder Oil System ... 9 8.13.3 Main Engine LO Circulating System 9 8.14 Freshwater Cooling Systems 8.1.4.1 Piston Cooling Water System 8.1.4.2 Cental Freshwater Cooling Systems son 8.1.5 Seawater Systems .. aes < 8.1.6 Steam Systems 83 MAIN ENGINE se 831 MANOEUVRING CONTROL PLATFORM 83.1.1 Emergency Manoeuvring Console. 83.1.2 Hydraulic Speed Governor ...CREW TRAINING MANUAL (CTM-00-04 ROOT RS TABLE OF CONTENTS oe KOMROWSKI 8.7.3.1 87.3.2 87.3.3 ENGINE CYLINDER STATION... 13 M/E OPERATION CONDITIONS « 14 Injection Pump / Outlet Valve 15 MIDDLE STATION 16 Cylinder Lubricators 16 CO; - Station for Extinguishing Fire im the Scavenge Ait Receiver. So Important Hints in Case of Fire in the Scavenge Air Box uu : ‘Typical Arrangement of Turbine fan ea ‘Turbocharger. : Charging Air Cooler. FLOOR STATION Crankease Doors /Water Drains... Leakage and Water Washing Pipe System ... AUXILIARY ENGINES (SULZER ae 1 Operating Media Cooling Water - 1 Cooling water treatment... 1 Cleaning of the cooling water systems 2 OPERATION ... 3 Preparations for Starting ae 5 Preparations for starting after a long Stpmaee orafteran overhaul sescnonnen 6 7 8 9 3 6 Getting Fuel System ec Starting Operation Fuel Treatment Shutting Down . STARTING AND CONTROL AIR SYSTEM .. 1 Starting Air Compressor 1 General Overview to Starting end Control Air System =. . 2 Function Explanations and Operation Hints for Starting Air Compressors mg 9 2 Starting Air System .... Air Dryer Unit for M/E Control and Safety Air example) . FUEL OIL SYSTEM rss 1 Pressurized fuel oil system for mai 2 Fuel injection and treatment 2 Marine Fuel Oil Characteristics 5 Bunker Stations 21 HFO TRANSFER SYSTEN 2 HFO Indicator Filter M/E. 2B HFO Viscosity controller (VISCOTHERM) 0 HFO Automatic Filter for M/E (Boll & Kirch) .. HFO Separator (Purifier) .... ree e MIE - LUBE OIL SYSTEM ‘Typical Arrangement of M/E-Lube Oil Systems Circulating Oil and Oil System Soe 7) Cylinder Lubrication ..... Cylinder Lubricator Unit CYLINDER OIL FILM .. CYLINDER OILS 28CREW TRAINING MANUAL neers R001 Eg TABLE OF CONTENTS pee 38 KOMROWSKI ENGINE, = 874 MIE LO Automatic Filter (Boll & Kirch) 875 Lube Oil Separator (WESTFALIA) .. 8.7.6 LO Overflow Tanks from A/E Sump Tank 14 87.7 Lube Oil Cooler — Plate Type Cooler. 15 878 Lubrication Oil ~ General Information 7 8.7.9 LUBRICANTS .. 18 87.9.1 Crankease Oil 19 87.92 Oil Condition 19 8.7.93 Oil Deterioration... 20 87.94 Water Washing of oil 21 8.7.9.5 Cylinder Lubricants me oD 87.10 Lube Oil Testing Equipment (FLOWSTICK - MOBIL) a 2B 87.11 Oil Analysis Sees 8.8 BEARING LUBRICANTS AND LUBRICATION SYSTEM .. 1 881 Key Lubricant Properties 3 882 Engineered Lubricant Types and Properties .. 7 8.8.3 Lubrication Systems ... . 12 8.8.4 STATIC OIL FEED.. ! 12 88.5 RECIRCULATING PRESSURE 14 8.8.6 Oil Quantity and Distribution 16 88.7 Contamination Control... 7 88.8 Bearing Seals ...... 19 B89 St Tube Latviaion (Sia Tame) 2 88.10 Shaft Bearings .. 24 89 CENTRAL COOLING SYSTEM sens 1 89.1 Circulating Systems for Motor Ships... 2 892 Central cooling system 3 893 MEE Cooling Water System 6 8.94 Example of Seawater Filter Sea Chest. 8 8.9.5 Freshwater Generator 8 8.9.6 HT-LT Cooking System for small Diesel Engines. : 9 897 Example of Cooling Water Expansion Tanks 10 8.98 MEE Jacket Cooling Water Pumps 10 899 Schematic of Central Cooling Water System .. ul 89.10 Schematic of Circulating Cooling Water System 2 89.11 Cooling Water Treatment (UNITOR). 13 8.10 BOILER PLANT. 1 8.10.1 Auxiliary Boilers and Burners and Exhaust Gas Boilers 5 8.10.1.1 Oil fired Auxiliary Boiler 8 8.0.1.2 il firing Boiler Burner... to 8.10.13 Operating Instruction for Bumer (AALBORG) 14 8.10.14 Auxiliary Boiler - Bottom Section . 19 810.1.5 Salinometer . 20 8.10.16 Steam Pressure Measurement Gauges / Switches / Transducers. 20 8.10.17 Water Level Sensors and Alarms at the Boiler Head 20 8.10.18 HO Flowmeter - Oil Bumer a a 8102 Dumping Condenser 2 8.103 Condensation Tank ..... 2 8103.1 Condensate Observation Tank vs..ncnsn 2CREW TRAINING MANUAL CTM-00-01 ROOT RE TABLE OF CONTENTS Date: 08.08.2008 418 KOMROWSKI Ne 104 Bojlr ConselFenett (opiea layou 8105 Exhaust Gas Boiler . 8106 SAFETY VALVES .. 8.10.7 Boiler Operation ‘ 810.8 Cold Start of Boiler 8.10.81 Port and Manoeuvring Status (Normal Water Level Il) 8.10.82 Sea Operation Status (Normal Water Level I) 8.10.9 Exhaust Gas Boiler Operation ..... 8.10.10 Boiler Maintenance .... : 8.10.10.1 Boiler Water Treatment and Contol 810.102 Sampling Boiler Water and adding Chemicals 8.10.10.3P(Phenolphthalein) Alkalinity Test (see 9.3) 8.10.10.4 Chloride Test (see 9.3) 8.10.10. Explanations to the Water Sample Tests 8.10.10.6 Chemical Dosing Equipment for Boiler Feedwater 8.10.10.7 Boiler Maintenance and Inspection 8.10.11 Operation of the Soot Collector 8.10.11.1 Operation of the Dosing Unit for the Soot Remover 8.10.12 EMERGENCY BOILER PROCEDURES 8.11 FUEL OIL AND LUBE OIL SEPARATORS .. 8.11.1 Fuel Oil and Lube Oil Purifying 8.11.2 Basic principles of separation 8.11.3 Design and function - LOPX ALFA LAVAL 8113.1 Overview 8113.2 Mechanical power transmission 8.11.3.3 Sensors and indicators i 8.11.34 Process main part ... z 8.11.35 Separating function BITAS | Shdee dectarpe opie 8.114 Definitions 8.11.5 Operating routine 8.11,5.1 Ready for star. 8.115.2 Start .. 8.11.53 Running 8.11.54 Normal stop BAAS SalGlY HOP cnsssaninenninon eoeraust 8.11.6 Sectional View of complete Separator (example Westfalia) 19 8.11.7 Principles of Centrifugal Separators... Salas a 8.11.7.1 Clarification - separation of solids from a liquid medium eimet 8.1.7.2 Separation - separation of two liquids with simultaneous removal Of SOLAS sane 21 8.11.73 Mineral oil centrifuges with solid-wall, dise-type bow! 2 8.11.7.4 Liquid flow in channels es aire nara B SLi al Rificienncy ACtOTE Grn eeseete A Rt See Mee er ree) 2A 8.11.7.6 Effect of throughput capacity on separating efficiency pay 8.11.7.7 Distribution of solid particles 28 8.11.78 Distribution of solid particles with single-and two-stage heavy fuel oi separation 26 8117.9 Factors influencing the efficiency of separation, washing and extraction of oils... 27 8.11.7.10 Rated capacity, effective capacity, optimum capacity... axien 2B B.ILL7.11 Characteristics and dissimilarities of centrifugal separators and filtetS ssascssssn 28CREW TRAINING MANUAL cori00.01 Root RE TABLE OF CONTENTS Dato: 08.08.2006 518 KOMROWSKI ENGINE 8.11.8 POPX Separator Instructions (example ALFA LAVAL) ..... 29 8.11.8.1 Fuel Oil Separator FOPX - ME / Control 29 8.11.82 Lube Oil Separator~ ME (example LOPX ALFA LAVAL) 30 8.12 BALLAST SYSTEMS ... 1 8.12.1 Principal Layout of Ballast Systems ... 1 812.2 Schematic of Ballast System ... 3 8.12.3 Typical arrangement ofa remote controlled Valve System 4 8.13 BILGE PUMP SYSTEM 1 8.13.1 Engine Room Bilge System g 1 8.132 General Bilge System ..... cm 1 8.13.3 Remote Control Panels for Cargo Hold Bilge Pumping 5 8.134 Typical Piston Bilge Pump for Engine Room and Cargo Holds og 8.135 Typical Installation ofa Bilge B66 PUMP rormmnnnmmnmnnninn 7 8.13.6 Sludge Pump 8 8.13.7 Bilge Water Discharge Pump 9 814 OILY WATER SEPARATOR ... 1 8.14.1 Oily Water Separator (RWO) . 4 8.142 Oil Monitoring Device forthe oily Water Separator. 8 8,142.1 Schematic of Oily Water Monitor using scattered Light .. 9 8.15 FRESH WATER SYSTEM. 1 8.15.1 Fresh Water Generator 2 8.15.2 Freshwater Generator ~ Operation Procedures .. 6 8.15.21 Start Evaporator 6 8.15.22 _ Stop Evaporator “ c 8.153 Drinking Water - Rehardening Filter 8 8.154 UV-Sterilizing System 3) 8.155 Fresh Water Tanks 9 8.15.6 Fresh Water HYDRO Tank . 10 8.19 EMERGENCY DIESEL GENERATOR .... cane 1 8.19.1 Purpose of Emergency Diesel Generator 1 8.19.2 Emergency Diesel Generator. 4 8.19.3 Hand driven Hydraulic Pump for Starting the Emergency Diesel Generator 7 8.19.4 Control Panels for Emergeney Generator me 10 8.19.5 Combined Diesel Start and Alarm Panel (SELCO) 2 8.19.6 Starter Battery and Charger for Emergency Diesel B 8.19.7 Diesel Oil Tank for Emergency Diesel Generator 4 8.20 ADDITIONAL EQUIPMENTS ssn 1 8.201 Cathodic Protection System «1. 1 8.20.1.1 Sacrificial Anode Systems 1 8.20.1.2 Impressed Cathodic Current Protection System (ICCP- System) 4 8.20.2 Marine Growth Prevention / Antifouling System (M.G.P.S))... 8 8.20.3 Hydraulic Power Unit for hydr. operated Valves 8.20.4 Sewage Plant (EVAC) wr. 1 8.20.5 Vacuum Toilettes (EVAC) 8.20.6 Waste Incinerator 8.20.7 Sewage Treatment Unit(CREW TRAINING MANUAL (CTM.00-01 ROOT RE TABLE OF CONTENTS ef KOMROWSKI ENGINE 8.21 PROPULSION REDUCTION GEARS, 1 8.21.1 Single Reduction Single Input Gear .... 1 8.21.2 Single Reduction Multiple Input Gear 1 821.3 Double Reduction Multiple Input Gear (example f. steam turbine application) .. 2 8.21.4 Tuming Geer .... 6 821.5 Reduction Gear Materials and Processes 7 8.21.6 LUBRICATING OIL SYSTEM 7 8.21.7 Lubricating Oil System Operation... 8 8.21.8 TRANSMISSION SYSTEM MONITORING. 9 8.21.9 GEAR PROBLEMS 9 8.21.10 GEAR INSPECTION AND REPAIR USING A PLASTIC HONE vrcccvocconscie 10 8.23 STEERING GEAR eens 1 823.1 Steering Gear with linear Hydr. Cylinders... 1 8.23.11 General Arrangement of Steering Gear 2 8.23.12 General Functional Description of the Steering Gear 2 8.23.2 Rotary Vane Type Steering Gear (example) 5 823.21 Schematic of a Rotary Vane Steering Gear 6 8.23.2.2 Normal Change-Over Procedure for Steering Gear Power Units (example) ri 8.23.3 General Maintenance of electro-hydraulic Steering System .. 9 9 MAINTENANCE 93 WATER TREATMENT HANDBOOK 1 i WATER TREATMENT PHILOSOPHY AND OVERVIEW 7 2 BASIC CHEMISTRY .... 8 3 PROBLEMS OF BOILER WATER ... 15 4 ‘TYPES OF BOILER sana 5 BOILER SYSTEMS ...... a 26 6 UNITOR BOILER WATER TREATMENT PRODUCTS . 2 rf 30 7 COMBINED TREATMENT FOR LOW PRESSURE BOTLER WATER 31 8 TESTS FOR BOILER WATER, LOW PRESSURE 322 9 UNITOR COORDINATED TREATMENT PRODUCTS, 36 10 not available 39 1 not available. 39 12 BOILER WET LAYUP 40 13 BOILER BLOWDOWN 000 4 14 CHEMICAL CLEANING OF BOILERS B 15 DIESEL ENGINE COOLING WATER TREATMENT 33 16 REPORTING ANALYSIS RESULTS, 6 17 WATER TESTS, SUMMARY ier 64 18 EVAPORATOR TREATMENT . 68 10. | TECHNICAL BASIC SYSTEMS 10.7 FILTER SYSTEMS ~ FUEL OIL / LUBE OTL 10.7.1 Filters for Fuel Oil Treatment 10.7.1.1 Suction Filters ..... 10.7.1.2 Coalescer Filters .... 10.7.1.3 Hot Filters .... - 10.7.1.4 Summary of Fuel Preparation ...CREW TRAINING MANUAL (CTM-00-01 ROOT Rg TABLE OF CONTENTS Gaeta eee: 78 KOMROWSKI ENGINE 10.7.2 Filtration of Lube Oils and Fuel Oils ~ Automatic Filters 5 10.721 Operational Description . 6 107.22 Control and Monitoring 6 107.23 Determining Filter Size 6 107.24 Treatment of backflushed Liquid 7 10.7.3 Automatic Filtration of Fuels und Lubricants with completely removing, residues from the liquid flow system... 8 10.7.3.1 Special features : : 8 10.7.3.2 Filtration 8 10733 Back-flushing ar) 10.734 Back-flushing Filters with Bypass for marine Application 9 1073.5 Installation Diagram of Fuel Supply System .. 10 1074 Automatic Engine Filters for cleaning Lubricating Oil in Diesel Engines u 10.7.4.1 Effective lubricating oi cleaning in heavy-oil operations e ul 1074.2 Automatic filter with eross-flow back-flushing 12 0.7.4.3 Main features ofthe filter a... 2 10.744 Installation diagram for the use as indicator filter 3B 10,74.5 Installation diagram for the use as main 1B 10.7.5 Universal Filters 4 10.75.1 Filter Materials 4 1075.2 Special Features 14 10.753 Simplex filters - Operating and Cleaning 1s 10.7.5.4 Changeover Filters with Two Chambers (Duplex Aes) 15 10.755 Changeover Valves se 16 10.7'5.6 Designs features. 7 1075.7 Accessories... 18 107.6 Strainers and Filters 19 12, APPENDIX 12.1 Color Identification of Pipelines .. 1CREW TRAINING MANUAL ‘Gas 2.06208 1. INTRODUCTION 12 KOMROWSKI 1. INTRODUCTION This CREW TRAINING MANUAL is a comprehensive overview manual for our fleet. We hope that this manual will be an useful and informative reference to assist you throughout the familiarization and training phase, as well as during the daily job routines. Upon creating this manual, we have tried to explain everything by understandable definitions and terms; for the engineers as well as for the assisting crew members. One thing must be quite clear: This documentation is no substitute for existing supplier documentations with very detailed information. Above all, using information and instructions from this manual needs the absolute required education and experience in ship technology, according to the rank of the crew member! Beside some step by step instructions of special procedures, this documentation will give you also deep background knowledge of the individual technical systems on board. This documentation is the result of a network between experienced ship crew members (master, officers, engineers and electricians) and the company support by the shipmanagement department as well as by the support of system suppliers. This will not be another manual signed in checklist and tucked somewhere into a comer and unread! Because here you can find compiled information about the ship (ship class) which are usually not available in suppliers manuals! ‘Two of our main tasks are, to keep the technical equipment in good running condition and to get knowledge how to proceed under different and difficult circumstances. Emergency situations require quick decisions and procedures that have to be curried out correctly. And those quick decisions can only be based on deep knowledge of technical systems. Don't let us forget the personal respect between all of us, independent from nationality or skin colour Let us remember that authority and responsibility are basic items of safe and successfll ship operation! One more word about job philosophy. If we think that something is going wrong in our world we must remember that the best way to find another direction is, if we understand that at first the necessity of the balance between privileges and duties. This must be kept as a precondition for reaching preset and desired aims! And some important factors in our daily working range: * Respect for environment and natural resources! Safe operation, reliable, conscientious and cost efficient job mentality Personal safety Supply of valueable fuel oil, lube oil, spare parts a.o. Value of ship -> good maintenance —> constant values > constant safety Estimation of high quality and quality standards Balance between men and technology Human relations: Food, health, recreation, individual personal factors and problems!CREW TRAINING MANUAL es 1. INTRODUCTION: 22 KOMROWSKI Structure of the Documentation This documentation is a sclection of special themes and so you will find certain gaps in the table of contents The Section Deck Equipment includes selected themes about standard Deck Systems with important technical and safety instructions. The section SAFETY includes the description of safety equipment on board according the actual intemational safety rules and training requirements (SOLAS), ‘The Shipmanagement Facilities (optional) shows the equipment and control facilities for ship operation and management. In the section Contro! you will find significant diagrams that show important overview relations in the range of Power Supply and Control Layout. Included are general hints about trouble shooting in the range of control. ‘The Engine Systems explains the most important operation elements and main functions of the ‘main engine as well as of peripheral subsystems and other functional ranges. The section Maintenance include some themes and is prepared for integrating available Maintenance Schematics etc. ‘The Appendix includes the index, symbol list, color identification of pipelines, the explanation of common abbreviations, and the piping diagrams of the engine room and hull. ‘We want to point out that this documentation does not claim to be complete. If you find any faults or if you have any suggestions to improve or to add the documentation, please contact your Shipmanaging Crew on board. They will relay your comments to the Shipmanager/Company. We hope, that you will excel in your job and that you will be well trained over your stay on board. We also hope that you will be satisfied with your job and that we will be satisfied with your engagement! KOMROWSKI HAMBURG, in June 2006CREW TRAINING MANUAL CTM-07-04 ROO1 7.4 POWER MANAGEMENT SYSTEM —_#* 10082000 KOMROWSKI DIESEL GENERATORS 116 7.4 POWER MANAGEMENT SYSTEM - DIESEL GENERATORS (example SELCO) ‘The integrated power management system comprises a number of standard hardware and software modules which forms a fully integrated system for the safe control, monitoring and instrumentation of shipboard electrical power production, All generators and their associated circuit breakers can be managed. ‘The basic function of the system is the management of the available generating capacity to meet shipboard requirements with automatic start-up and shutdown of generators and associated connection to bus bars, ‘The generator controls cover all specific functions for generator sets in parallel running. The components are ideal when converting a conventionally manned engine room to unmanned operation. TYPICAL EQUIPMENT APPLIED FOR THREE DIESEL GENERATORS AND ONE. a SHAFT GENERATOR rsCREW TRAINING MANUAL ommor.o4 Root 7.4 POWER MANAGEMENT SYSTEM — 10082008 Komrowskr DIESEL GENERATORS 216 7.4.1 SYNCHRONIZING AND LOAD/POWER CONTROL ‘The system components are switchboard mounted and corresponds to the individual shipboard requirements (Voltages, Power rate and other parameters and functions) Among the T-Line units are Auto Synchronizers and Load Sharers The Auto Synchronizers perform automatic synchronization of incoming generators in a minimum of time. The Load Sharers provide automatic load sharing and system frequency control for generators running in parallel. Kinds of Auto Synchronizers and load Sharers: ‘© Synchronizing and load sharing on generators with conventional mechanical governors (and electronic governors via an intermediate motorized potentiometer), * Auto Synchronizers and load Sharers for connection directly to most types of electronic governors. For synchronizing the phase difference will be indicated by an illuminated synchroscope. A VAr load sharer serves for automatic load sharing of the reactive power or for power factor control on generators running in parallel with the grid (utility). Auto Synchronizer (14000) performs automatic synchronizing of an incoming generator with electronic governor in a minimum of time, by controlling the speed and phase of the generator to the busbar. The unit has fixed and variable output for adaptation to a wide range of electronic governors, Load Sharer (14300) provides automatic isochronous load sharing for parallel running generators in connection with a wide range of electronic governors, The load on each generator is compared with the load of the other generators and corrected until balance is obtained. An unloading facility is available and when used, the load on the generator is reduced and maintained ona low value, Optional functions such as unload trip and reverse power trip are available. When applied with Power Reference Unit one or several generators in parallel operation with the grid can be controlled. Other Auto Synchronizers (T4500) perform automatic synchronization of an incoming generator in a minimum of time by controlling the frequency via the electric servomotor on a speed governor or via a motorized potentiometer. Among the features is an output signal which can be used to control Load Sharer T4800 to transfer a load from one or several diesel generators operating in parallel to a tid or, ifon a ship, to a shaft generator,CREW TRAINING MANUAL crmor.o¢ Root 74 POWER MANAGEMENT SYSTEM — 625808 f KOMROWSKI DIESEL GENERATORS The frequency will be aligned by the synchronizer through the load sharers. The unit has voltage matching output with adjustable voltage window. Load Sharer (T4800) provides automatic load sharing and system frequency control of generators running in parallel. The load on each generator is compared with the load of the other generators and adjusted via the electric servomotor on the speed governor or a motorized potentiometer until balance is obtained. An unloading function is built into the unit to facilitate a smooth transfer of the load from a generator before being taken out of service, by an automatic tripping signal to the breaker. ‘The unit also has reverse power protection, One load sharing unit T4800 is required for each diesel generator in parallel operation. The load sharers must be interconnected with a 2-wire screened cable. When applied with Power Reference Unit B9300 one or several generators in parallel operation with the grid can be controlled. VAr Load Sharer (T4900) provides automatic VAr load sharing and system voltage control for parallel running generators. ‘The VAr load and voltage are measured on each generator, compared with the other generators and corrected via a Motorized Potentiometer E7800, until balance is obtained, VAt Load Sharer T4900 can also be used for power factor control cas g on a generator in parallel operation with the grid. One unit is required for each generator. Paralleling Relay (75000) will, when synchronizing a generator to a busbar, give or enable a closing signal to the generator circuit breaker when voltage difference, phase difference and frequency difference are within safe limits, thus preventing damage or disturbance to the power plant. The relay can be used as a synchronizing aid or a check synchronizer. Motorized Potentiometer (£7800) is intended as an intermediate unit between the electronic governor and the automatic synchronizers or load sharers. For voltage regulation it can be applied with VAr Load Sharer T4900, The Motorized Potentiometer E7800 can also be used as an individual stand alone unit for many industrial applications. Available for AC or DC supply with the DC versions being equipped with a stepper motor for adjustable speed. Gen-Set ApplicationCREW TRAINING MANUAL crmor.0$ Root 7.4 POWER MANAGEMENT SYSTEM —_—_°***' 10092008 kKomrowski DIESEL GENERATORS 46 Synchroscope M8100 provides illuminated indication of the actual phase difference between generator voltage and busbar voltage. If the vector and the light spot turn clockwise, the generator frequency is too high and must be reduced. The light spot turning counter clockwise indicates a lower generator frequency and it must therefore be increased. ‘When obtaining phase accordance, the two green LEDs at 12 o'clock will indicate and the generator circuit breaker can be closed. Power Reference Unit B9300 is applied in connection with the Load Sharers T4300 and T4800, when running in parallel with the grid (utility). The unit determines the power to be supplied from the generators to the grid, adjustable 0-100%. Master Time Controller B9500 is used together with Load Sharer T4800 and ensures that electric docks, working on the system frequency, are precise. One Master Time Controller B9500 controls all generators operating in parallel. Co-Generation Application Power Monitoring Units for the Grid +200 Grid Busbar ‘Synchronizing Parallel Running Generators to the Grid‘CREW TRAINING MANUAL (CTM-07-04 ROOT 74 POWER MANAGEMENT SYSTEM = 0&5 KOMROWSKI DIESEL GENERATORS 16 7.4.2. PROTECTIVE RELAYS AND SYSTEMS The system units include a complete range of relays for protection of generators. The trip levels and the delays before trip are easily adjusted using dials placed under the removable front cover. There are relays for protection of overload, reverse power, excitation loss, overcurrent, short circuit, and earth fault, Also available is a frequency deviation relay for protecting generators operating in parallel to the grid (utility) in case of grid interruptions. Reverse Power Relay T2000 will, during parallel Operation, prevent the generator from running as a motor, thus protecting the prime mover e.g. a diesel engine and unloading the remaining generators by tripping the generator breaker. Excitation Loss Relay T2100 protects against partial or complete excitation loss on the synchronous generator. If a generator under parallel operation has a low excitation, a high inductive current is running into the generator. This current is detected and the faulty generator breaker is tripped, avoiding overload on the other generators with a possible blackout of the system. 3 Phase Overcurrent Relay T2200 has a broad application, where all 3 phases or any single phase current detection will function as protection, control or monitoring, ‘The relay detects the highest of the 3 input currents, and when exceeding the preset value, an output relay will be activated after a preset time delay. 3 Phase Short Circuit Relay T2300 is a relay intended for protection of generators, power transmissions and consumer supply against damage from short circuit by tripping the circuit breaker, The relay detects the highest of the 3 input currents, and when exceeding the preset value, an output relay will be activated instantly (100 msec.) or after a preset time delay. 3 Phase Dual Overcurrent Relay T2400 consists of 2 combined overcurrent relays, intended for protection or monitoring of generators, power transmissions and consumer supply. A typical application for protection of a generator is for one of the overcurrent functions to trip the generator breaker and the other overcurrent function to trip a non-essential service. Both overcurrent functions could be used to trip 2 levels of non-essential loads, The relay detects the highest of the 3 input currents, and when exceeding the preset values, the output relays will be activated after preset time delays, 3 Phase Overcurrent and Short Circuit Relay T2500 is a relay intended for protection of generators, power transmissions and consumer supply against thermal damage and faults caused by high currents, with consequent tripping of the system breaker. The relay detects the highest of the 3 input currents, and when exceeding the preset values, the output relay will be activated after preset time delays,CREW TRAINING MANUAL (CTM.07-04 ROOT 7.4 POWER MANAGEMENT SYSTEM —_°**: "9032008 KOMROWSKI DIESEL GENERATORS os Power Relay T2700 is intended for detection of power level for protection, control and monitoring purposes. The relay detects the magnitude of the power, and when exceeding the preset value, an output relay will be activated after a preset time delay. Overcurrent or Earth Fault Relay T2800 has a broad application as an earth fault or a single phase overcurrent detection relay. It has a wide setting range for protection, control or monitoring, ‘The relay detects the magnitude of the current, and when exceeding the preset value, an output relay will be activated after a preset time delay. Frequency Deviation Relay T3500 will continuously monitor any deviation in frequency in a grid where generators are operating in parallel. With the grid connected, the system frequency is very stable, but if the grid is lost, subsequent frequency deviation will be detected to trip the designated system breaker in order to protect the generators Complete Protection of Generators This figure illustrates ae Tae he complete protec. === tion of a generator. Hh green area ith Overcurent angsnon strates the permitted Greuit Relay 2500" area of operation for a generator. This infor- mation is normally supplied by the gener- ator manufacturer. The vertical axis represents the active power, and the horizontal axis represents the reactive power. The active power is represented by 1 x Cos 6). The Power Relay T2700 measures 1 x Cos 4), and when it becomes too high, the Reverse Power relay will trip, indi- GENERATORS PERMITTED Relay T2000 cated by the upper OL Cen horizontal red line, ‘The Reverse Power Relay T2000 measures (1 x Cos 6), representing the active power in the negative direction, and it will trip for reverse power, The Excitation Loss Relay T2100 measures (1 x Sin 6), epresenting the reactive power in negative direction, and it will trip when exceeding the level represented by the red vertical line. The Overcurrent and Short circuit Relay T2500 measures the ‘magnitude of the current and thus protects against current levels outside the area of the red circle.CREW TRAINING MANUAL cTmor-04 Root 7.4 POWER MANAGEMENT SYSTEM be ns KOMROWSKI DIESEL GENERATORS i 7.4.3 POWER MONITORING ‘The power monitoring units are for monitoring tile quality of the grid (utility) or for monitoring tile common busbar on board ships. The units for voltage and frequency monitoring, and the units have built-in adjustable time delays and hysteresis. These units can give a signal to an emergency controller to start-up a standby generator when voltage or frequency is outside preset limits or to stop it again when the voltage or frequency is back within limits. The power monitoring units also include an insulation monitoring relay for use on board ships. Frequency Relay T3000 is intended for effective frequency monitoring on generators, busbars or other distribution systems. The relay contains the functions under frequency and over frequency, time delayed, and 2 individual output relays, one relay for each function, Voltage Relays T3100 and T3300 are intended for effective voltage monitoring on generators, busbars or other distribution systems. ‘The relays contain the functions under voltage and over voltage, time delayed, and 2 individual output relays, one for each function. T3100 is for monitoring on one phase and T3300 is for 3 phase monitoring, Insulation Monitor T3200 is intended for continuous insulation monitoring on 3 phase insulated networks on board ships. The relay continuously monitors two systems galvanically separated from each other, e.g, the busbar and the lighting system or two busbar systems, The unit features two output relays for alarm purposes and two analog outputs for instrument readings. Megaohmmeter £2323 and Kiloohmmeter £2324 are for connection to the Insulation Monitor T3200 for instrument readings. 7.4.4 POWER MANAGEMENT Power Management System M6000 / M6100 is used in multi generator installations. The Power Manager M6000 provides start and stop signals to the Engine Controller M2000, according to the changing load demands. Each generator requires one Power Manager. On each unit parameters such as generator size, Start level, hysteresis, Start and stop delays can be adjusted. Used together with the 6-channel Selector Switch M6100 the generator starting sequence can be changed regularly in a very easy manner.CREW TRAINING MANUAL erero4 root 7.4 POWER MANAGEMENT SYSTEM —_°* 19820 KOMROWSKI DIESEL GENERATORS 8/16 Reserve Power Instrument M6050 is a useful analog display showing the percentage of reserve power available from the generators presently working in a power management system. Blackout Limiter T8400 enables fast clearing of a blackout. Ifa blackout occurs, the first generator to have more than 90% voltage will make the generator breaker close, It is possible to monitor up to 4 generators with 1 unit and up to 8 generators with 2 units, Dual Current Relay T2600 determines load depending start and stop level of the standby diesel generator. When load increases on the running diesel generators more than e.g. 90%, adjustable, for a preset time, a start signal to call for the standby diesel generator will be provided. If the load decreases below e.g, 45%, adjustable, for a preset time, a stop signal will be provided to stop the standby diesel generator. ‘The T2600 can serve an installation with up to 3 diesel generators. With an extension unit additional generators can be served. Power Management and Engine Control 2000 M6050 M100CREW TRAINING MANUAL cms07.04 Root 7.4 POWER MANAGEMENT SYSTEM eee oy oy KOMROWSKI DIESEL GENERATORS 16 ‘The power management modules include the Dual Current Relay T2600 for load depending start and stop and the Power Manager M6000 together with the Selector Switch M6100 for a complete power management System, where the level and sequence of start and stop can be adjusted. This line of products also include the Blackout Limiter T8400 which, together with the Engine Controller M2000, fulfills the minimum requirements for control and protection of an unmanned engine room on board ships according to the requirements of the ship classification societies. 7.4.5 ENGINE START AND MANAGEMENT The Engine Controllers are used for the complete control and protection of diesel generators, For emergency generators the Emergency Controller M2100 will be used. It is a unit specifically aimed at control of an emergency generator. A number of parameters can be configured on the two units via programming switches or via a PC. The units have been type approved by the major marine classification societies, For use with the controllers a Tacho Voltage Detector M0500 has been developed for detection of frequency and voltage levels. The engine controller includes relay outputs for alarms and shutdown for a number of programm- able parameters and has a built-in detection of frequency and voltage. Engine Controller M2000 provides complete control of a diesel generator. It controls start and stop of the engine during start and operation. At the same time it indicates all necessary information about the conditions of the generator via 10 LEDs on the front panel. The unit has 16 inputs for starV/stop, crank disconnect, low oil pressure, alarms and other parameters, and 11 outputs for connection of relays and an internal siren output relay StarvStop =f Revs. AH = Stop Shut Down Solenoid AlarmsCREW TRAINING MANUAL (orm4.07-04 Root 7.4 POWER MANAGEMENT SYSTEM ne KOMROWSKI DIESEL GENERATORS 10/16 Parameters like number of start attempts and time sequences are programmable through 16 programming switches or via a PC through the built-in RS232 interface. For read-out of alarms and events the unit is also equipped with an RS485 interface with standard MODBUS protocol. Emergency Controller M2100 provides complete control of any emergency diesel generator set. It controls the start and stop, monitors and protects the engine during start and operation. At the same time it indicates all necessary information about the conditions of the emergency generator via 10 LEDs on the front panel, Parameters like number of start attempts and time sequences are programmable through 16 programming switches or via a PC through the built-in RS232 interface. For read-out of alarms and events the unit is also equipped with an RS485 interface with standard MODBUS protocol. Plug-in Modules: Engine Controller 42200 Emergency Controller M2300 Both are for rack mounting and contain the same functions as Engine Controller M2000 and Emergency Controfler M2100. Test / Demonstration Boards M2045 and M2145 are made to evaluate the many functions of Engine Controller M2000 and Emergency Controller M2100. All functions can be simulated. The boards are unique aids when designing control and alarm systems. The boards have RS232 interface and the M-programmer N0500 is included in M2045 and M2145. This software can be used for setting up parameters in the M2000 and M2100. Tacho Voltage Detector M0500 will detect RPM for disconnection of crank, running speed and overspeed in connection with Engine Controller M2000 and Emergency Controller M2100. It will also detect when the voltage of the generator exceeds 90% of nominal voltage. This feature is used in connection with Emergency Controller M2100. M-Programmer NO500 is a configuration software that expands the number of programming options for the Engine Controller M2000, Emergency Controller M2100 and Alarm Annunciator M1000. The software is also described on page 12CREW TRAINING MANUAL CTM-07-04 ROO1 7.4 POWER MANAGEMENT SYSTEM —_°®*:'0082008 A Fr 1116 KomROWSKI DIESEL GENERATORS 1 Engine Controller H2000 is @ very compact and universal unit for complete control and protection of diesel generators. It controls the start and stop, monitors and protects the engine during start and Operation. At the same time it indicates all necessary information about the conditions of the generator via 13 LEDs on the front panel, The unit has 10 inputs for remote start/stop, crank disconnect, low oil pressure, alarms and other parameters. It also has inputs for direct connection to the generator AC voltage, for the built-in detection of frequency and voltage, The unit is provided with 7 built-in output relays. Parameters like number of start attempts and time sequences are programmable through 24 programming switches. 7.4.6 ALARM ANNUNCIATORS AND INDICATORS A number of alarm annuneiators, indicators and software can be used for different applications. The Alarm Annunciator M4100 is a compact 8-channel digital unit for use in stand-alone applications. The Alarm Annunciator M1000 is a 10 channel digital unit for use in stand-alone applications as well as in large systems, The unit is programmable and very flexible. The Analog Alarm Annunciator M3000 is @ 24 channel combined analog and digital unit. This unit is also programmable. The indicator panels are for local of remote indications of alarms. The Process Logger Software NO300 is a software package for PC based logging of all alarms and events, Test / Demonstration Board M1045 is made to evaluate the many functions of alarm units M1000/M4100. All functions can be simulated. The board is a unique aid when designing alarm Systems, The board has an RS232 interface and the M-programmer NOSO0 is included in M1045. This software can be used for setting up parameters in the M1000.CREW TRAINING MANUAL crMmo7.08 Root 74 POWER MANAGEMENT SYSTEM =" "* i KOMROWSKI DIESEL GENERATORS 1216 Alarm Annunciator M1000 is a compact 10 channel programmable unit with many features. An input signal originating from a potential free contact, normally open or normally closed, will cause the appropriate alarm LEDs to flash and simultaneously the related output will activate. The intemal siren relay will be activated together with the detection of every new alarm. The M1000 unit has separate indication of first alarm, following alarms and acknowledged alarms. Multiple M1000 units can be interconnected to form a large-scale alarm system. Parameters like time delays, reset functions and other features are programmable through 16 programming switches or via a PC through the built-in RS232 interface. For read-out of alarms and events the unit is also equipped with an RS485 interface with standard MODBUS protocol. Plug-in Module: Alarm Annunciator M1200 for rack mounting. Contains the same functions as Alarm Annunciator M1000. Alarm Annunciator M4100 is a compact 8 channel programmable unit with many features. The 8 inputs will accept any combination of normally open or normally closed contacts. The inputs will cause the appropriate alarm LED to flash and simultaneously activate the common siren relay. Additionally each input can individually be configured to also activate one or both of two alarm relays for group alarm outputs. Resetting on the SIREN RESET button will silence the siren. It is now possible to reset the alarm on the ALARM ACCEPT button, the LED will change to steady light and is maintained as long as the input signal is present. Indicator Panels M4500, M4600, M4700 intended for status indication of any process, and are also suitable for remote indication of alarms from alarm annuneiators, e.g. M1000. An input through a potential free contact will cause the appropriate alarm LED to light. The panels contain 6, 8 and 20 channels. M-Programmer NO500 is a configuration software that expands the number of programming options for the Engine Controller M2000, Emergency Controller M2100 and Alarm Annunciator M1000. | For the Alarm Annunciator M1000 the M-progammer NOSOO provides an adjustable delay for each individual alarm, extra reset functions, and many other features not available via the unit's programming switches. Analog Alarm Annunciator M3000 is a compact unit with many features. The unit contains 24 input channels which can be configured as digital or analog inputs. The analog inputs can be configured as current or voltage inputs. Typically these inputs will come from thermocouple transducers, PT100 resistors, pressure transducers etc. through current or voltage transmitters. Up to 48 alarms can be configured with individual reference to any of the inputs. The alarms can be assigned to one of the 24 LEDs and one of 16 open collector outputs. An alarm is annunciated when the input passes above or below a preset level. On the display you can read the alarm levels and the actual levels, e.g, temperature levels.‘CREW TRAINING MANUAL CTM-07-04 ROOT 7.4 POWER MANAGEMENT SYSTEM — 810082008 KOMROWSKI DIESEL GENERATORS 13/16 ‘The configuration of the unit can be done via the front panel or via a PC through the RS232 interface. For read-out of alarms the unit is also equipped with an RS485 interface. Average Calculations The M3000 can perform average calculations, which is useful for exhaust gas temperature measurements on diesel or gas engines. The average temperature for a number of _ doomeaigapeal cylinders can be calculated. If the temperature of one of the cylinders deviates from the average more than a preset level, an alarm will be annunciated, Process Logging ‘rect Connection Process Logger NO300 provides PC based logging of alarms and events on the Alarm Annunciators M1000 and M3000, the Engine Controller M2000 and the Emergency Controller M2100. The NO300 is capable of moni- toring and control of up to 62 units. Logging can be performed on screen, printer and harddisk and includes description of each event with related date and time. The software includes functions for ‘monitoring and start/reset of each unit. ‘The units are connected to the RS485 bus via a 3-wire bus cable, where the maximum length of the bus cable is 1000 metres. The adaptor M0300 is an RS485 / RS232 converter. The connection between the adaptor and PC can be a direct link, a radio link or via the public telephone lines.CREW TRAINING MANUAL crmor.04 R004 7.4 POWER MANAGEMENT SYSTEM —_ °°: *0932008 E 14) KOMROWSKI DIESEL GENERATORS 16 ALARM ANNUNCIATORS AND INDICATORS Indicator Panel H1500, Alarm Annunciator H4100 and UPC Alarm Annunciator H5100 are very versatile instruments forming a new generation of indicator panels and alarm annunciators. These units are developed using the latest technology and constitute the platform of future developments. All units are available with fieldbus for data communication, Indicator Panel H1500 is a compact microprocessor based indicator panel used in PLC systems ot with the Alarm Annunciators H4100 and H5100. The unit provides an easy and cost-effective solution for dear indications at local or remote locations. Communication with the units takes place on a 3-wire RS485 bus, where the cable length can be up to 1000 metres, ‘Two types of protocols can be used: Instrumentbus for use with Alarm Annunciators 14100 and H5100 or ‘* Modbus for use with PLCs, The LEDs can be programmed, via the bus, to fast flash, slow flash, steady light or off. The unit has commands for reset of all LEDs and lamp test on all LEDs, The LEDs can be Indicator Panel H1500 used with a PLC. dimmed from 0 to 100 %. This function supports marine applications where the panels are to be mounted on the bridge. The unit has 18 programmable LEDs on the front and two additional LEDs: PIVR to indicate that power is on and RUN to indicate communication with a master (PLC or Alarm Annunciator 4100 or H5100). A text description for the LEDs can be printed on a paper label, which slides in from the bottom. Alarm Annunciator 4100 The unit contains 8 input channels, which can be configured as a combination of digital and analog inputs, ‘The analog inputs can be configured as current or voltage inputs, This allows inputs via current or voltage transmitters, from thermocouples, PTIOO resistors, pressure transducers ete A maximum of 16 alarms ean be configured with individual reference to any of the inputs. For each alarm both minimum and maximum levels can be set. The levels can be fixed levels or a dynamic reference with a plus/minus offset. The dynamic reference can be the average of a number of inputs. See the section concerning average alarms on the previous page. Alarms can be indicated on the 5 built-in LEDs and LEDs on Indicator Panels M1500, and the alarms can control the 8 open collector outputs and the siren relay. Indicator Panel used with a PC or with Alarm Annunciator Alarm levels, actual levels, time of alarms and other parameters are shown on the front panel display. The unit has an RS232 interface for up- and downloading configuration, It is also possible to configure the unit via the front panel push buttons. The can be equipped with RS485 interface for communication between either a PLC or Indicator Panel M1500.CREW TRAINING MANUAL c7w07-04 Roos 7.4 POWER MANAGEMENT SYSTEM —_—_ 0. 1098-2008 KOMROWSK! DIESEL GENERATORS 15/16 H5100 System Components ‘The diagram shows a typical system using the UPC Alarm Annunciator M5100. Sensor signals, connected to the inputs, are conditioned and monitored via the plug-in cards. Control of external devices is possible via a range of output cards. Signal status and alarms are indicated on the M5100 display and LEDs. Remote indications can also be provided on Indicator Panels M1500. A PC is used for configuration of the unit. SENSORS RELAYS REMOTE INDICATION nurs ourPurs, PLUGIN SZ ASAHS FIELOBUSCREW TRAINING MANUAL (CTM-07-04 ROOT 7.4 POWER MANAGEMENT SYSTEM 10032108 1 KOMROWSKI DIESEL GENERATORS 6n6 UPC Alarm Annunciator H5100 includes up to 64 digital inputs, normally open or normally closed, in one unit ‘The M5100 has a very flexible design, with regard tu both hardware and software, The unit has five slots that can be equipped with plug-in cards according to user requirements. Cards currently available are a digital input card with 16 normally open or normally closed inputs and a relay output card with 8 relays. As an example a unit with 32 digital inputs and 16 relay outputs would have 2 input cards and 2 output cards, using 4 of the 5 slots. A unit with 64 digital inputs and 8 relay outputs would have 4 input cards and 1 output card. ‘The next cards to be available will be an 8 channel analog card with current and voltage inputs and a 16 channel output card with open collector outputs for control of external relays. Further cards will be available in the future to provide additional functions, The unit can be programmed and configured via the RS232 interface with a user friendly, windows based, software package. Parameters such as alarm delays, types of indications and many others may be entered, For external indications the unit also has an RS485 interface for communication with Indicator Panels M1500, An additional RS485 interface with standard MODBUS protocol can be used for communication in PLC systems,CREW TRAINING MANUAL emis07-09 R001 7.9 ELECTRICAL MACHINERY Date: 10.03.2006 KOMROWSKI Ua 7.9 ELECTRICAL MACHINERY 7.9.1 General Instructions for Electricians Requirements for the design and installation of electrical equipment are covered in the SOLAS 1974 and 1981 amendments. Classification Societies may also have their own additional requirements, Regulations require the main generators to be capable of supplying all services to maintain a vessel in normal operation, without the need to use an emergency power source. The minimum number of generators must be such that if one goes out of use, the remaining generator(s) will be capable of providing the normal power requirements. Electrical equipment must be maintained in good condition as it can be a source of fire if neglected. Almost 16 % of shipboard fires are caused by electrical faults, although, many ships no longer carry a dedicated electrician and maintenance often gets carried out by the ship's engineers. With reduced crewing levels and shorter periods of time spent in port, electrical maintenance may not be given the priority it needs Maintenance is about preventing faults from developing and causing damage. This involves: ‘+ Cleaning the equipment. Blowing out dust from motors and starters, cleaning air intake grilles, degreasing motor windings, etc. ‘+ Regularly checking and recording the insulation readings. * Checking the tightness of connections and ensuring enclosures are tight to dirt, dust and water, particularly on deck. * Monitoring the bearings. * Inspecting the contacts, switchgear and brushgear. * Checking the settings of protective devices, 7.9.2 Distribution Shipboard 440V electrical distribution systems are normally fully insulated and totally insulated from the ship's hull as the neutral point is not earthed. The reason for this is that when an earth fault develops machinery will continue to run Metal parts, such as enclosures and casings, are still earthed to the ship's hull so that personnel do not get a shock. Instead of blowing a fuse or circuit breaker, the fault is detected by Earth fault indicators,CREW TRAINING MANUAL ont 7.9 ELECTRICAL MACHINERY Date: 10.03.2006 KOMROWSKI 216 7.9.3 Safety Electricity kills. +. Before commencing work on any electrical machinery ensure that itis isolated. Do this yourself ~ you are going to work on the machine so don't rely on anyone else. 2. Remove the fuses and keep them with you. 4. Ifpossible lock the isolator in the open position * VERY IMPORTANT: Post a notice advising other personnel that the equipment is being worked on (e.g. at electrical power distribution cabinet in the engine control room) 2 Always check the equipment is dead with a meter. 2A permit to work is required in order to carry out work on electrical equipment above LO00V. In case of electric shock: 2. Do not touch the vietim, 4. Isolate the electrical supply, if this can be done rapidly. If not then try to remove the victim by Pulling them clear with a jacket ora length of wood or rope - do not touch the victim directly, 4. Once the victim is clear, check they are breathing and carry out artificial tespiration if necessary, 4. Seck medical attention. 7.9.4 AC Motors and Generators 7.9.4.1 AC Motors ihe three phase induction motor consists of a stator, which houses the three phase windings in slots, and a laminated stee! rotor. Wound rotors are now rarely used on board shipCREW TRAINING MANUAL cere aie 7.9 ELECTRICAL MACHINERY Date: 10.03.2006 KOMROWSKI ats 7.9.4.2 AC Generators (see also chap 7.5 ELECTRIC POWER GENERATORS) The three phase AC generator is usually a salient pole machine consisting of 4 laminated stator with a three phase winding carried in slots and a rotor of 8 or more poles energised by field coils, whose connections are brought out to slip rings on the shaft. ‘The rotor field current is supplied via an exciter. This can be a DC generator mounted on the end of the shaft (rotary exciter); supplied from the three phase supply via a rectifier (static exciter) or, in the case of a brushless machine, via an AC exciter and rectifier. Machinery such as compressors or cargo gear is started and stopped often, On an unregulated generator a sudden load increase would result in a voltage dip of approximately 30 %, To reduce this to an acceptable level an Automatic Voltage Regulator (AVR) is fitted. This limits the transient voltage dip to 15 % and maintains the steady state voltage to within +/-2.5 %, 7.9.4.3 Parallel Operation of AC Generators Before connecting another generator to the busbars three criteria must be met: 1. The voltage of the incoming machine must be the same as the busbar voltage. 2. The frequency of the incoming machine must also be the same as the busbar frequency. 3. The voltage of the incoming machine must be in phase with the busbar voltage. Guidelines for parallel operation are as follows. 1. Set the generator selector on the switchboard to the incoming machine. This will switch on the synchroscope which will be rotating in either a clockwise or anti-clockwise direction. 2, The voltage should be automatically adjusted by the AVR. 3. The frequency of the incoming machine will need to be adjusted, usually upwards. This is done by adjusting the speed regulator to increase the engine speed. If the synchroscope is rotating anti-clockwise increase the speed regulator and vice versa. 4. The synchroscope pointer will slow down and the speed regulator should be adjusted until the pointer is rotating slowly in the clockwise direction, 5, When the pointer is at the 5 to 12 position the circuit breaker should be closed. The voltage of the incoming machine and the busbars are in phase at the 12 o'clock position. If the incoming, machine is not in phase there may be an interlock that prevents the breaker closing. 6. The incoming machine can share some of the load by increasing the speed regulator of the incoming machine while decreasing the speed regulator of the machine(s) already connected. On many modem vessels the above operations are carried out automatically.(CREW TRAINING MANUAL ‘crmo7-09 Root 7.9 ELECTRICAL MACHINERY Date: 10.09.2006 KOMROWSKI sn eel) tel = ania 7.9.5 Faults and Effects 7.9.5.1 Generators Prime Mover Failure If only one generator is running the vessel will suffer a blackout. If running in parallel, the failed generator will try to run as a synchronous motor to drive the engine, causing the reverse power trip to operate, The remaining generator will then take full load. This may cause overload again, resulting in a blackout. Excitation Failure Ifa single generator is running there will be a loss of voltage causing a blackout. If the generators are running in parallel they will supply a large leading current, causing the overcurrent trip to operate. Ona brushless generator the rectifier diodes on the shaft can also fail. If one fails in an open circuit the field current will reduce. The AVR will try to compensate for this reduction causing a risk of the field winding overheating, If a diode short circuits there will be an increase in excitation current which could also cause damage to the field winding, 7.9.5.2 Motors Single Phasing This is when an open circuit occurs on one line ofa three phase winding causing the motor to at as a single phase machine. This can be due to a blown fuse, a broken wire on one line, a loose terminal, a dirty contactor, or a burnt out winding. Effects on a stopped motor: ‘* The motor will not start. «The motor takes a large current, «There is a loud humming noise. ‘© Overheating takes place rapidly. Effects on a running motor: ‘* The motor continues to run with an increased current (2.5 x Ist). * The motor eventually overheats and can burn outCREW TRAINING MANUAL Cera ae 7.9 ELECTRICAL MACHINERY Date; 10.03.2008 KOMROWSKI oo Overheating This may be due to the following factors: © Overload. Dirty windings or dirty air intake grilles Damaged cooling fan High ambient air temperature or inadequate ventilation. + Incorrect voltage or frequency. 7.9.6 Maintenance Maintenance is about preventing faults from developing and causing further damage. It means ensuring the following steps are taken: ‘+ Machinery and equipment are clean. ‘Enclosures are tight to prevent water and dirt ingress, * Checking insulation readings. ‘© Checking bearings. ‘* Ensuring all fixings are tight. * Inspecting contactors and switches for pitting, excessive burning or arcing, + Checking the settings of protective devices. 7.9.7 Batteries Batteries for emergency use should be situated above the bulkhead deck outside the machinery space and aft of the collision bulkhead. Regulations cover where the batteries can be placed, the charging arrangements, ventilation requirements, etc. Batteries can be either lead acid or alkaline but both types require the same amount of care and attention.CREW TRAINING MANUAL crMarae Ran 7.9 ELECTRICAL MACHINERY (Cater 10.03.2006 KOMROWSKI 616 7.9.7.1 Alkaline Batteries Alkaline batteries suffer no change in the electrolyte specific gravity between full charge and no charge, therefore, the state of charge must be determined by measuring each cell voltage. The specific gravity of the electrolyte is about 1.17 kg/dm* but this will deteriorate over a long period of time and should be replaced when it falls to 1.145 kg/dm’. Always measure the voltage when the battery is on load as the no load voltage is higher and can give a false indication that the battery is satisfactory. 7.9.7.2 Lead Acid Batteries A lead acid battery will suffer a change in specific gravity of the electrolyte from 1.28 kgidm?, when fully charged, to 1.11 kg/dm? when discharged. The specific gravity is affected by temperature so this must be corrected to 25°C (+/-0.007/°C). Temperatures above this will reduce the battery capacity and increase the rate of evaporation of the electrolyte. Lead acid batteries must be left on a trickle charge ATTENTION: Both types of battery give off hydrogen when charging so there may be a potentially explosive atmosphere in the battery locker. 7.9.7.3 Maintenance of Batteries It's easy for batteries to get overlooked as they are tucked away in a locker on deck. Maintenance is simple and should be a weekly routine, along with all the other emergency equipment. Ensure the battery room is well ventilated and that vent flaps are free. Fillers should be fitted to the vent ‘openings if the atmosphere is dusty. Measure and record cell voltage and specific gravity. Check electrolyte levels and remember that any loss will increase in warmer climates. Always use rubber gloves, an apron and goggles when filling batteries with new electrolyte as it can bun - particularly alkaline battery electrolyte. Ensure the tops of the batteries are clean and dry and that all terminals are tight. 7.9.8 Protective Devices Ships electrical systems are protected by various devices, such as fuses and circuit breakers, to Prevent damage to the components and insulation and also to minimise the risk of fire, The connection between the generators and the switchboard, and the steering gear circuits are the two exceptions. The latter are protected against short circuit by an overload alarm,Ve M/E System Overview: Fuel Oil, Lube Oil, Cooling (Fig. 1) DISMOUNOX SINALSAS LYOddNS - F/I Shige Treatment ube ol SWALSAS LUOddNS WW T'S WNNYW ONINIVE MBH loow Foeonu9 9002'200} ete ziCREW TRAINING MANUAL crw.08.01 Root 8.1 M/E SUPPORT SYSTEMS Date: 10.03.2008 2 KOMROWSKI 22 ‘The arrangement of support systems will vary from ship to ship. These variations depend on many factors, among them the type of main and auxiliary engines, the trade, the arrangement of the ship, and the ship-owner's preferences. The systems illustrated and discussed here are meant as typical examples only and may therefore fail to comply with systems recommended by a manufacturer, for example, or in place in a given plant. 8.1.1 Sta g Air/Compressed Air System A typical compressed air system is illustrated in Figure 2. The three segments of the system provide air for engine starting, for instrumentation and control, and for miscellaneous ship's services. Some engines, mostly smaller auxiliary engines, are started by cranking motors, which may be battery-, hydraulically, pneumatically, or mechanically driven. Most larger auxiliary engines, however, as well as most propulsion engines, are started by the timed introduction of compressed air directly into those cylinders that were stopped in positions corresponding to the beginning of their power strokes in the selected direction of rotation. The compressed air drives those pistons down, in firing order sequence, thereby compressing air trapped in other cylinders. As one or more revolutions are completed, fuel is introduced in the normal manner into those cylinders whose pistons are completing a compression stroke, which then fire. The starting air is cut off and the engine accelerates to its idle speed, under control of the governer. ‘Typically each cylinder of an in-line engine is fitted with a starting air valve, but commonly only the cylinders of one bank of a V- engine are so fitted. The valves are usually opened by pilot air supplied via a camshaft-driven starting air distributor. In direct-reversing engines the distributor timing is shifted for reverse rotation (together with the timing of the inlet and exhaust valves and the fuel injection pumps), directing pilot air to those cylinders whose pistons have stopped just short of TDC on the upstrokes, so that the engine is rotated in the opposite direction for starting, Because the maneuverability of a ship is tied to the availability of starting air, the minimum number and size of starting air receivers must comply with regulatory body requirements. Typically, sufficient air must be stored to enable at least six consecutive starts of a nonreversing engine, or twelve ofa direct-reversing engine, without recharging, in at least two receivers Although the pressure may be reduced for admission to the cylinders, the pressure at which the air is stored will be 25 — 30 bars or more, with this higher pressure allowing smaller receivers. It is usually necessary to provide an independent means of starting the ship's service diesel generators, In the system shown, a small (and therefore rapidly recharged) receiver floats on the starting air main, In the absence of another source of compressed air, this emergency receiver can in tum be charged by an emergency air compressor, which may be driven by, for example, a hand- started diesel engine or a motor supplied from the emergency switchboard.(CREW TRAINING MANUAL. CTM-08-01 ROOT 8.1 M/E SUPPORT SYSTEMS Dat: 1.022008 Bi KOMROWSKI 22 MAIN ENGINE (S) Leh ee Teas. ta] Cons Ay . Sage ona Se 7 Fe! 3 <— |“ — Be be Fig. 2 Typical compressed air system Air for instrumentation and control should be dry and free from oil. It may be supplied from an independent, oil-free control air compressor with separate receiver; or, as shown, it may be bled from the starting air system and passed through a drier. In the latter case, a topping air compressor is advisable, matched to control air requirements, thereby relieving the large starting air compressors of this duty. In many geared diesel plants, the engines drive the pinions through air-actuated clutches, which are usually supplied with operating air from the starting air system through a reducing valve, and control and instrumentation air from the control air system.CREW TRAINING MANUAL 8.1 M/E SUPPORT SYSTEMS KOMROWSKI : 5 “| iit Ei | Lena—] ql > Baie See eee aaa i ES [gel eo ues Sie Tce Fig. 3 Typical HFO filing and transfer system cTM06-01 Root Dale: 10.08.2008 4n2 Ship's service air supply may be taken from the starting air receivers as long as demand is limited. ‘Where demand is high, a separate, low pressure compressor should be used in order to limit running hours on the large starting air compressors. The system of Figure 2 provides for either alternative. Compressed air systems'on modem ships tend to be completely automated even in plants with attended machinery. Automatic drain traps are fitted at receivers and moisture separators, and compressors may be started and stopped automatically by pressure switches on the receivers, or they may start automatically, after which they run continuously until manually secured, being unloaded and loaded automatically as receiver pressure rises or falls. The pressure switches are set to start compressors successively, rather than simultaneously, as pressure falls in response to demand,CREW TRAINING MANUAL c7w.080% Root 8.1 M/E SUPPORT SYSTEMS | Si KOMROWSKI e 8.1.2 Fuel Systems A typical fuel system can be subdivided into separate filling and transfer systems for heavy fuel oil (Figure 3) and diesel oil, separate treatment systems (Figure 4), and a fuel oil forwarding system (Figure 5), 8.1.2.1 Filling and transfer systems. The heavy fuel oil (HFO) filling and transfer system enables all HFO bunker tanks to be filled under pressure from pumps ashore or aboard a bunker barge. Good design practice calls for all the valves to be concentrated in one location to facilitate one-man operation. By using the valve at the foot of the filling line from deck to hold the pressure in the filling main below the static head of the overflow/vent pipes of the tanks, the possibility of an overflow to deck is reduced: overflow will be to the designated overflow tank instead, and this should be the last tank to be filled The transfer pumps are normally used to transfer fuel from bunker tanks to the settling tanks, but ccan also serve between tanks or back up the filling line if it becomes necessary to discharge the contents of a tank ashore or to a barge. The suction from the distillate fuel oil (DO) transfer system enables the main engine to be run on DO for extended periods when necessary. Usually the suction main and the branches to the tanks will be steam traced and insulated. ‘The transfer pumps are generally positive displacement rotary pumps, with coarse suction strainers for their own protection. The capacity of the transfer pumps is dictated by operational consider- ations: it may be reasonable to size each pump to fill the settling tank within an eight-hour workday. If the machinery arrangement permits, the duplicate transfer pump may be deleted, with standby provided by cross connections to one of the HFO booster pumps. The (DO) filling and transfer system is a simplified version of the HFO system, with fewer tanks and no need for steam tracing ot insulation. Fig. 4 Typical fuel treatment systemCREW TRAINING MANUAL c7W.08.01 Root 8.1 M/E SUPPORT SYSTEMS Deere neat 6i KOMROWSKI 22 8.1.2.2 Fuel treatment systems. Fuel treatment systems include the settling tanks and purifiers, which enable most of the water and solids in the fuels to be removed. While clean distillate fuels are sometimes considered suitable for combustion in diesel engines without any treatment other than settling and filtration, given current refining practices it is advisable to centrifuge even the distillate fuel. In normal operation, fuel is transferred directly into the settling tanks from the bunker tanks, but passes to the day tanks only via the purifiers. Figure 4 shows a single HFO settler but two are preferable, each of 24-hour capacity, so that fuel can settle undisturbed for an extended period. To avoid drawing settled water and sediment into the purifier, the settling tank should be fitted with a sloping bottom, with the suction connection at the upper end, rising about 50 mm into the tank. HFO settling tank temperature will normally be 40°C to 50°C but should be kept well below the flash point. Most plants are fitted with centrifugal purifiers, with at least two units intended for full-time HFO operation either in series or in parallel. The rated capacity of each of the HFO purifiers should, at the very least, meet the main engine consumption at MCR with a 10 % margin to allow for cleaning and other maintenance. The benefit of this apparent oversizing is more effective purification. (It should be noted that rated throughput of a given purifier when handling HFO may be only a fifth or less of its rating when handling DO.) Where existing piping precludes the flexibility of series or parallel operation of the HFO purifiers, a rearrangement of the piping should be undertaken. If existing purifiers are of low capacity or are otherwise inadequate, installation of at least one new purifier should be considered. Modem purifiers tend to be self-cleaning, i.e., sludge-ejecting, and fully automated, with each HFO uni equipped with its own heater. Frequently, one of the HFO purifiers is arranged to stand by for a ingle DO purifier, as shown, Generally, purifier feed pumps are attached, positive displacement units, with throughput controlled by dumping back to the suction, in preference to throttling a suction valve. An altemative is to fit independent, motor-driven, variable displacement feed pumps. In most installations, oil leaves the purifiers under sufficient head to reach the day tanks, but where this is not the case discharge pumps must be fitted, HFO must be heated close to the boiling point of water to facilitate purification both by reducing the viscosity and by enhancing the difference in specific gravity between the fuel and the water; this hot oil input to the day tank can alone force the day tank temperature above the flash point, Consequently, some installations are fitted with a fuel cooler in the HFO purifier discharge line, Day tanks and settlers are likely to be fitted with level alarms, as well as local and remote level indicators. Settling tanks may be arranged so that a high level will stop the transfer pumps automatically. HFO tanks are fitted with steam heating coils, temperature indicators, and, often, alarms for low as well as high temperature. (DO will not normally require heating.) Remote operated valves at the tank outlets, that are capable of operation from outside the space containing the tank in the event of a fire, are a requirement of most regulatory bodies. Where the configuration permits, the day tank in each system may be arranged to overflow into the settlers, with the settlers in tum overflowing into the overflow tank in the double bottomCREW TRAINING MANUAL criaoea1 Root 8.1 M/E SUPPORT SYSTEMS Dat: 108.2068 72 KOMROWSKI ‘PAE * SAT eh en _ (ae Fx | eee ty | vx re [E) i oe BR excemnes i [ee Ee bade Lg SDI pe) pee fie A Tien so Ly, ‘suey STRAINER [sae rae 1¢ wun ene Fig. 5 Typical fuel forwarding system 8.1.2.3 Fuel forwarding system. The fuel forwarding system of Figure 5 serves to supply HEO to engine injection pumps at the correct viscosity. Because the volume of fuel consumed will bbe small in relation to the volume available in the piping, the residence time between the heaters and the injectors would be sufficient, especially at low loads, for the fuel to cool. To prevent this cooling, a much larger flow rate is maintained, two or three times engine consumption at MCR, with the unconsumed excess leaving the spill valves of the injection pumps and recirculating back to the booster pump suction via the mixing tank ‘The amount drawn into the mixing tank from the day tank therefore corresponds to the amount consumed, while the oil temperature entering the heaters will reflect the amount of hot oil recirculated.CREW TRAINING MANUAL CTM-08-01 ROOT 8.1 M/E SUPPORT SYSTEMS ae : KOMROWSKI ae The mixing tank is sometimes called the buffer tank since it enables the transition from hot HFO to cold DO (or vice versa) to occur gradually; it is also called a deaerating or degassing tank, since lighter fractions in the HFO can vent. In the typical configuration shown, the mixing tank is supplied by gravity from the day tank; its bottom, therefore, must be lower than the bottom of the day tank, while the top must be higher than the top of the day tank to enable degassing to occur. Nevertheless, to facilitate a reasonably rapid changeover from HFO to DO and vice versa, the volume of the mixing tank must be limited; consequently the mixing tank is most often configured as a pipe column. Because of the high temperatures to which the heaviest fuels must be heated and the increased amount of gas formation which would occur at atmospheric pressures, some engine manufacturers now recommend that the hot circuit of the forwarding system be designed as a closed and pressurized loop. This requires an additional set of low pressure booster pumps to feed the mixing tank from the day tank, but the mixing tank can then be more conveniently proportioned and located. Venting of gas that forms in the pressurized loop must be done through a relief valve. Booster pumps are fitted in duplicate and are usually of the positive displacement, rotary type. While the booster pumps will normally handle partly preheated oil, they must also be capable of handling DO on occasion, as well as cold HFO being recirculated while the system is brought up to operating conditions. At least two fuel heaters are fitted, each with sufficient capacity to heat the heaviest fuels likely to be encountered, and each conservatively rated in regard to fouling margins, The steam supply to the heaters is controlled by the viscosimeter, which must be sited in close proximity to the injection pumps, either just ahead of them or in the fuel return line as shown. When a ship's auxiliary engines are fitted for operation on HIFO, the forwarding system may be duplicated on an appropriate scale, and may incorporate an in-line blending unit, comprising metering pumps and mixing devices. To permit operation of the auxiliary engines on HFO when steam is unavailable, an electric fuel heater will be provided in parallel with the steam heaters. A final fuel filter is fited after the heaters, where filtration is facilitated by the reduced viscosity This filter serves principally as a backup to the purifiers. Modem installations are most likely to have a fine mesh, self-cleaning unit as shown, or a disposable-element type of even finer mesh, On older ships, fitted with duplex basket strainers, an upgrade may be advisable. All of the HFO piping in the forwarding system, sometimes including the filters and pumps, is likely to be steam traced and insulated. The extent of automation of the system will vary but will typically include automatic changeover for the pumps, low pressure alarms at pump discharge Points, temperature alarms after the heaters, and a differential pressure alarm at the final filter, 8.1.3 Lubrication Systems The complexity of motorship lubricating oil (LO) systems is the result of the number of different grades of oil required. A geared, medium speed diesel plant will usually require different grades of oil for the main and auxiliary engines, and other grades for gearing and miscellaneous uses. A LO system for a low speed diesel plant will be equally complex, involving at least two grades of oil for the main engine (one for the circulating system and the other for the cylinders) and a third for the auxiliary engines,CREW TRAINING MANUAL cTw08.01 R001 8.1 M/E SUPPORT SYSTEMS Date: 10.03.2008 ON KOMROWSKI 122 NOTE: Most trunk piston engines do not use a separate grade of oil for cylinder lubrication. Rik Tea 1h a e A Ronnies t cota aeeeee = ounce Fig. 6 Typical main engine LO system 8.1.3.1 Main engine LO circulating system. A typical circulating oil system appears in Figure 6, Oil draining from bearings and cooling passages to the bottom of the crankcase passes into a drain tank (or remote sump) built into the double bottom below the engine, from which it is drawn by the LO circulating pump for redistribution via a cooler and a filter. Although the drain tank is shown as an integral part of the double bottom structure, in some cases independent tanks have been installed. In smaller engines the additional cost and complexity of a drain tank are often eliminated in favor of a wet sump formed by the crankcase bottom, The suction bell mouths clear the bottom by about 100 mm to avoid ingesting water or sediment, and mayCREW TRAINING MANUAL cTmo8.01 Root 8.1 M/E SUPPORT SYSTEMS ba oe 1022 KOMROWSKI incorporate a foot valve to keep the suction line full when the pump is stopped. The drain tank or wet sump must be so designed that suction will be maintained at the most extreme conditions of list, trim, and sloshing. The LO circulating pumps are most often positive displacement rotary pumps, and in larger plants are fitted in duplicate. Both pumps are motor driven in installations with low speed diesels, but higher speed engines are often fitted with an engine-driven pump, relying on the motor-driven pump for standby service. Each pump will have a coarse suction strainer for its own protection, Providing each pump with its own suction line is an advisable precaution. A full flow filter is provided in the pump discharge line before or after the cooler. It may be of the duplex, basket type, but better filtration will be provided by a disposable-element or self-cleaning simplex unit, with a standby filter in a bypass. Filtered oil is distributed to engine bearings, for governing and control service, to valve gear, and, on trunk piston engines as well as some crosshead engines, to pistons for cooling. Some of these services may require higher pressure oil, which can be obtained by fitting booster pumps in the line. In other cases some equipment is served by independent circulating systems that are scaled-down versions of the main system Usually oil is also supplied to turbocharger bearings from the circulating oil pumps, but some turbochargers are provided with their own self-contained LO system. In either case the turbochargers must be provided with an emergency supply of LO, as they will continue to spin at high speed following a LO failure. The system of Figure 6 includes a gravity tank for this purpose. In crosshead engines, the crankcase, and therefore the circulating oil, is protected by the piston rod packing from contamination by combustion products blowing by the piston rings, whereas this kind of contamination in trunk piston engines is usually inevitable, Consequently, while a straight mineral oil with corrosion and oxidation inhibitors is usually recommended for the circulating oil of most crosshead engines regardless of the fuel in use, ‘manufacturers of trunk piston engines generally recommend a detergent oil with alkaline additives (measured as total base number or TBN) matched to the likely sulfur content of the fuel to be burned. While the circulating LO in a crosshead engine rarely requires replacement in the normal course of events, this is not usually the case with trunk piston engines, where, in most cases, the LO must be renewed periodically. The life of trunk piston engine LO, already extended by the regular addition of fresh makeup oil to compensate for oil burned in cylinder lubrication, can be further extended by taking such extra measures as the fitting of additional extra-fine filtration loops and, if necessary, the occasional addition of chemical additive packages to the oil. There is the possibility of a crankcase overpressure condition or explosion in any diesel engine. A common pattern begins when an overheating bearing vaporizes oil, creating an explosive mixture which can then be ignited by further overheating of the bearing or, in trunk piston engines, by blowby. To give warning of overheating bearings, alarm systems of large engines include temperature probes at major bearings within the crankease, while photoelectric oil mist detectors continuously sample the air drawn from likely accumulation points within the crankcase. Should an ignition occur, an initial rise in crankcase pressure will be limited by air available within the crankcase, but if this is followed by an influx of air, a much larger secondary explosion can occur. To minimize theCREW TRAINING MANUAL ‘cTM08.01 Root 81 M/E SUPPORT SYSTEMS Oe ie 122 possibility of the crankcase being breached by a primary pressure rise and of air entering to cause a secondary explosion, large engines are fitted with spring-loaded pressure relief valves (usually mounted on the crankcase doors) which open to relieve an overpressure and then snap shut. In addition, the crankcase vent pipe is restricted in size to limit the ingress of air. The extent of additional automation of the system will vary, but will typically include automatic changeover for the pumps, low pressure alarms, a low LO pressure trip, and a differential pressure alarm at the filter. LO temperature is usually controlled by a three-way, thermostatically controlled valve on the oil side of the cooler. 8.1.3.2 Main engine cylinder oll system. Crosshead engines are fitted with an independent cylinder oil system for lubrication of the piston rings. A typical system is included in Figure 6. The cylinder oil is stored in one or, preferably, two tanks and is transferred daily to a small capacity measuring tank, from which it passes by gravity to the cylinder Iubricators on the engine. The lubricators are precisely calibrated injectors, mechanically driven by the engine and timed to inject a ‘metered quantity of the oil into the eylinder as the piston ring pack rises past the injection points. ‘The oil is ultimately consumed. In crosshead engines in good condition the cylinder oil consumption may range from below 0.8 g/kWh to below 1.4 gkWh. Because the quantities of oil injected per stroke are small, the measuring tank provides for consumption to be determined accurately as a drop in level over an elapsed time period. Cylinder oil is a high viscosity mineral oil, with a TBN matched to the anticipated sulfur content of the fuel. Two cylinder oil storage tanks provide flexibility in this regard by enabling cylinder oil of different TBN to be carried. Cylinder oil storage tanks are filled from deck by gravity, a fact which may preclude filling the measuring tank from the storage tanks by gravity as well, necessitating a small hand- or motor-driven transfer pump. In trunk piston engines in good condition, cylinder lubrication consumes up to 1.4 g/kWh or more of circulating oil, which usually reaches the ring pack and cylinder liner walls by a controlled leakage from the wrist pin bearing. In some of the larger medium speed engines, circulating oil is injected for cylinder lubrication in the same manner as described above for cylinder oil in low speed engines. In these engines the oil is usually taken from the circulating system, but separate oil tanks and piping can be arranged to bring only clean, unused detergent oil of high TBN to the injectors. ‘The arrangement will still fall short of what can be achieved in a crosshead engine, since an unburned portion of the injected oil, carrying entrained contaminants, will drain to the crankcase, 8.1.3.3 LO storage, transfer, and purification system. While smaller high speed main engines may rely solely on filtration and occasional oil changes to maintain the quality of the circulating oil, most larger main engines are arranged for continuous bypass purification using centrifugal purifiers, as shown in Figure 7. ‘Two purifiers are shown, although one is a standby unit, and it is often possible, by means of blanked cross connections or shared components, to rely on a reserve FO purifier for standby. Normally, the purifier draws from a bell mouth in the suction well of the main engine drain tank and returns the oil to the forward end of the same tank, thereby avoiding short-circuitingCREW TRAINING MANUAL cTM08.01 Root 8.1 M/E SUPPORT SYSTEMS age 12122 KOMROWSKI The purifier suction will generally be located aft of the circulating pump suction, and lower - about 50 mm above the tank bottom - to draw water before it reaches the circulating pump suctions —— | ‘aera =| (Ege | Ele Fig. 7 Typical LO storage, transfer, and purifcation system The main LO storage tank, with a capacity equal to at least one charge for each engine it serves plus sufficient margin to meet miscellaneous needs, is filled from deck by gravity, while the settling tank is normally empty. Should an engine's circulating oil be massively contaminated, for example by water, it can be transferred to the settler using the transfer pump, and fresh oil brought down from the storage tank. If the oil cannot then be redeemed by a combination of settling and purification, it can be discharged ashore or to a barge for reclamation, Modern purifiers tend to be self cleaning and fully automated. Generally purifier feed pumps are attached, positive displacement units, requiring the LO purifiers to be located on the floor plates to minimize the suction lif required from the main engine drain tank. An alternative arrangement would place a motor-driven purifier feed pump on the floor plates, to provide more flexibility in purifier location, In most installations, oil leaves the purifiers under sufficient head to reach theCREW TRAINING MANUAL crw-08-01 R001 8.1 M/E SUPPORT SYSTEMS =a 13122 KOMROWSKI settling tank, but where this is not the case, a discharge pump must be fitted. Each purifier is normally sized to circulate the main engine drain tank three to five times per day. Purifier connections ean be provided for batch purification of auxiliary engine LO but are unlikely to be used, since relatively small quantities are involved, since the alkaline-additive detergent oil will require renewal at intervals in any event, and since there is potential for contamination of the main engine oil. When auxiliary engines of substantial size are involved, however, a separate purifier may be justified. The fixed piping shown for filling and draining the auxiliary engine sumps may not be provided for smaller installations An analogous problem exists in medium speed diesel plants, where the reduction gear contains a straight mineral oil that is subject to water contamination from condensation within the gear case, but which would otherwise last indefinitely. Again because of the danger of contamination, in this case of the gear oil by the alkaline main engine oil, even when purifier connections are fitted they are unlikely to be used, Some operators fit water-absorbing filters in the gear lubrication system, while others rely on occasional batch purification using a portable purifier or filter. 8.1.4 Freshwater Cooling Systems Figure 8 illustrates a typical freshwater cooling system for a plant with a crosshead engine with water-cooled pistons and three diesel generators. The system can be divided into separate subsystems for cooling main engine cylinder jackets, main engine pistons, main engine injectors, and the generator engines. (Charge air coolers of main engines are usually cooled by seawater, see below.) reves Fig, 8. Typical feedwater cooling systemCREW TRAINING MANUAL crme0e.01 Root 8.1 M/E SUPPORT SYSTEMS ae 1422 KOMROWSKI - piston engines only in the fact that the LO cooler and the charge air cooler, which are seawater cooled here, may be included in the same circuit An elevated expansion tank maintains a static head on the suction side of the system and provides a convenient point for collecting vents, adding makeup feed, and adding chemicals to inhibit corrosion and formation of scale. Good venting is important: air carried with the coolant will enhance the potential for corrosion and can also accumulate at points to block coolant flow The turbocharger supply and return lines are shown, since even turbochargers with uncooled casings usually require cooling water for the turbine-end bearing, In either event, water flow must be forced by an orifice in the bypass line, as shown. The jacket water circulating pumps are usually centrifugal pumps, and in larger plants are fitted in duplicate. Both pumps are motor driven in installations with low speed diesels, but medium and high speed engines are often fitted with an engine-driven pump, relying on the motor-driven pump for standby service. Most seagoing ships recover heat from the main engine jacket water for fresh water generation. The fresh water generator is usually located ahead of the jacket cooler, and may be fitted with a supplemental steam or hot water heating coil for use when insufficient jacket water heat is available The jacket water heater is used when the engine is idle. Maintaining the engine in a warm condition assists in minimizing corrosion. Automation is likely to include alarms for low pressure, high temperature, and low level in the expansion tank; automatic changeover of the pumps; and thermostatic control of the three-way valve at the cooler. 8.1.4.1 Piston cooling water system. While all trunk piston engines, as well as some crosshead engines, use oil to cool the pistons, a number of crosshead engines use a cooling water system separate from the jacket water system. The water reaches and leaves the pistons through telescoping tubes enclosed within compartments inside the crankcase in order to avoid con- tamination of the LO should a gland fail. Because of the high temperature of water draining from the pistons and the resulting potential for flashing at the pump suction, some manufacturers recommend that deep well pumps immersed in the tank be used. Both pumps will be motor driven. Automation and other features will be similar to those described for the main engine jacket water system. Injector cooling system. Some engines are fitted with fuel injector cooling systems and others are ‘not, In some cases injectors are cooled only through conduction to the heads; in other cases they are circulated with water as part of the jacket cooling system; and sometimes they are circulated with diesel oil in a closed loop, When a separate injector water circuit is fitted, it is a scaled-down version of the jacket cooling system, often without a cooler, and with a steam coil in the expansion tank to maintain temperature at low engine output when use of HFO js intended Diesel generator cooling system. Auxiliary engines tend to have self-contained cooling circuits, with charge air cooler, cylinder jackets, and LO cooler circulated by a single cooling pump on each engine. The system of Figure 8 combines these circuits into a common system, with a central generator engine cooler and expansion tank, and with motor-driven pumps, This offers the