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ENGINE ROOM SIMULATOR ERS 5000

VESSEL MODEL RO-RO TRAINEE MANUAL

Document Code: ERS5-M-053C

Transas Ltd. Nov, 2009

Transas Ltd. 2009 All rights reserved. The information contained herein is proprietary to Transas Ltd. and shall not be duplicated in whole or in part. The technical details contained in this manual are the best that are available at the date of issue but are subject to change without notice. Transas Ltd. pursues the policy of continuous development. This may lead to the product described in this manual being different from the product delivered after its publication.

This document contains: Preamble Chapter 1


This chapter provides general information for the work with document.

Ship Diesel Propulsion Plant.


This chapter contains the description of the simulator module for training the watch personnel in skill of proper operating the Ship diesel propulsion plant.

Chapter 2

Ship Electrical Power Plant.


This chapter contains the description of the simulator module for training the watch personnel in skill of proper operating the Ship Electrical Power Plant.

79

Chapter 3

Auxiliary Machinery and Systems.


This chapter contains the description of the simulator module for training the watch personnel in skill of proper operating the ship auxiliary machinery and systems.

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ENGINE ROOM SIMULATOR ERS 5000. Vessel Model Ro-Ro. Trainee Manual. ERS5-M-053C

PREAMBLE
This chapter provides general information for the work with document.

Copyright Transas Ltd., Nov. 2009

Printing House Conventions

PRINTING HOUSE CONVENTIONS


Sample of an entry Control Panel Next Comments on the use To highlight the current document sections To highlight, in a printed document, names of a window, page, tab, button, etc.

Preamble.

CHAPTER 1
Ship Diesel Propulsion Plant
This chapter contains the description of the simulator module for training the watch personnel in skill of proper operating the Ship diesel propulsion plant.

Copyright Transas Ltd., Nov 2009

This chapter contains: Introduction .............................................................................................................. 11 Purpose .............................................................................................................. 11 Vessel ...................................................................................................... 11 Main Engine ............................................................................................. 12 Simulator Module Systems ..................................................................................... 13 ME-CPP Propulsion System Control System ( Page) .................................. 13 Purpose .................................................................................................... 13 System Components ................................................................................ 13 Control Panel ........................................................................................... 15 Power ....................................................................................................... 17 Emergency Control .................................................................................. 18 Steering Gear ........................................................................................... 19 Protection System Actuation Conditions .................................................. 20 Alarm Signals ........................................................................................... 20 System of ME Protection ......................................................................... 20 System Faults Introduced by the Instructor ............................................. 20 System Operation .................................................................................... 21 Freshwater Cooling System (FW Page)............................................................. 22 Purpose .................................................................................................... 22 System Components ................................................................................ 22 Control Panel ........................................................................................... 23 Alarm Signals ........................................................................................... 25 ME Protection System ............................................................................. 26 System Faults Introduced by the Instructor ............................................. 26 System Operation .................................................................................... 26 Seawater Cooling System (SW Page) ............................................................... 28 Purpose .................................................................................................... 28 System Components ................................................................................ 28 Control Panel ........................................................................................... 29 Alarm Signals ........................................................................................... 31 Protection System .................................................................................... 31 System Faults Introduced by the Instructor ............................................. 31 System Operation .................................................................................... 32 Fuel Oil Supply System (FOS Page).................................................................. 33 Purpose .................................................................................................... 33 System Components ................................................................................ 33 Control Panel ........................................................................................... 34 Alarm Signals ........................................................................................... 37 Protection System .................................................................................... 37 System Faults Introduced by the Instructor ............................................. 37 System Operation .................................................................................... 37 Fuel Oil Transfer System (FOT Page) ............................................................... 40 Purpose .................................................................................................... 40 System Components ................................................................................ 40 Control Panel ........................................................................................... 41 Alarm Signals ........................................................................................... 43 Protection System .................................................................................... 43 System Faults Introduced by the Instructor ............................................. 44 System Operation .................................................................................... 44

Chapter 1. Ship Diesel Propulsion Plant.

Oil and Fuel Separators (OFS Page) ................................................................ 45 Purpose ................................................................................................... 45 System Components ............................................................................... 46 Control Panel ........................................................................................... 47 Alarms ..................................................................................................... 50 Safety System ......................................................................................... 50 System Faults Entered by the Instructor ................................................. 50 System Operation .................................................................................... 51 System of Circulation Lubrication and Piston Cooling (LO Page) ..................... 53 Purpose ................................................................................................... 53 System Components ............................................................................... 53 Main Circulation System .......................................................................... 54 Valve Rockers Lubricating Oil system ..................................................... 54 Control Panel ........................................................................................... 55 Alarm Signals .......................................................................................... 57 ME Protection System ............................................................................. 58 System Faults Introduced by the Instructor ............................................. 58 System Operation .................................................................................... 58 Setting the System to the In-Port Mode .................................................. 59 Compressed Air System ( Page) .................................................................. 60 Purpose ................................................................................................... 60 System Components ............................................................................... 60 Control Panel ........................................................................................... 61 Alarm Signals .......................................................................................... 62 Protection System ................................................................................... 62 System Faults Introduced by the Instructor ............................................. 62 System Operation .................................................................................... 63 Exhaust Gas and Turbocharging System (EXH Page) ..................................... 64 Purpose ................................................................................................... 64 System Components ............................................................................... 64 Control Panel ........................................................................................... 65 Alarm Signals .......................................................................................... 66 ME Protection System ............................................................................. 66 System Faults Introduced by the Instructor ............................................. 66 System Operation .................................................................................... 66 Reduction Gear, CPP Pitch Setter and Stern Tube ( Page) ...................... 67 Purpose ................................................................................................... 67 System Components ............................................................................... 67 Control Panel ........................................................................................... 71 Alarm Signals .......................................................................................... 74 Protection System ................................................................................... 74 System Faults Introduced by the Instructor ............................................. 74 System Operation .................................................................................... 75 3-D Virtual Reality Function (Visualisation) ..................................................... 77 Purpose ................................................................................................... 77 Function Implementation ......................................................................... 77

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ENGINE ROOM SIMULATOR ERS 5000. Vessel Model Ro-Ro. Trainee Manual. ERS5-M-053C

Introduction

INTRODUCTION
Purpose
The simulator module is designed for training the cargo ship engine room watch personnel in skill of proper operating the Ship diesel propulsion plant (SDPP) systems, including: Preparing and putting into operation machinery and systems; Monitoring their operation by measured parameters with the aid of the alarm system; Trouble shooting; SDPP control during vessel manoeuvring.

In addition to training in practical skills, the simulator allows the user to learn the basic principles of the structure, functions and interaction of SDPP components and systems. The simulator composition corresponds to SDPP standard setup. Parameters and performance of the simulated mechanisms and systems correspond to the real ones, because the simulator simulates all basic processes interrelated in SDPP (thermal, mechanical, gas/hydrodynamic, and electrical). This is simulation of SDPP of a Ro-Ro cargo ship of 5.000 DWT with a four-stroke non-reversible medium-RPM turbo charged diesel ME, and transmission to a controllable-pitch propeller via a gearbox (CPP).

Vessel

Length o.a., m Breadth mld, m Draught at design WL, m Deadweight at SLM, t Speed in full load, kn

124,09 19,20 6,30 5.000 16.6

Chapter 1. Ship Diesel Propulsion Plant.

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Introduction

Main Engine

Type Cylinder bore, mm Piston stroke, mm No. of cylinders MCR, kW Corresp. Engine speed, rpm MEP, bar Propeller Propeller blades Propeller H/D

S.E.M.T. Pielstick 16 PC2.2 V-400 400 460 16 5,966 520 16.5 CPP 4 3252/3700

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ENGINE ROOM SIMULATOR ERS 5000. Vessel Model Ro-Ro (VERSION 7.2.1100). Trainee Manual. ERS5-M-053A

Simulator Module Systems

SIMULATOR MODULE SYSTEMS


ME-CPP Propulsion System Control System ( Page)
Purpose
The control system for a four-stroke non-reversible medium-RPM diesel main engine with CPP is described on the page; the system designed for automatic remote control (ARC) of the ship propulsion system from the Engine Control Room (ECR), and namely: Starting ME; Stopping ME; Changing diesel RPM and propeller pitch; Control of emergency/pre-emergency situation.

System Components
The page is presented as a control panel (see Fig. 1), containing all necessary controls and monitoring tools.

Fig. 1

The system includes the following components modelled by the simulator: Vessel propulsion system the hull, the mover (CPP), the main transmission (reduction gear, drive shafting with bearings) and ME; ME CPP automated remote control (ARC) system; System of ME CPP protection and emergency control.

Chapter 1. Ship Diesel Propulsion Plant.

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Simulator Module Systems

Operation of each element is modelled using the characteristics related to dependencies between the main operation parameters and environmental conditions. For the ship hull, this is dependence of the resistance force to the ship speed, draught, weather condition, and biofouling. For the propeller, this is dependence of the thrust created by the propeller and the moment used by the propeller to its RPM, pitch and vessels speed. For the main transmission, this is dependence of friction loss to RPM and lubrication conditions. For the main engine, this is dependence of engine torque to fuel consumption and RPM. The steady-state mode of the propulsion complex operation can be described by operational parameters of each complex component. These values are determined by the cross-feed of complex component characteristics and the exterior sailing conditions. The parameter values are derived from the system of energy balance equations. The transient modes of operation can be described by a system of propulsion complex component dynamic equations depending on the value of control actions and external actions in consideration of complex component inertia. Schematically, the algorithm of the propulsive complex component interaction can be described as follows: The control system sets a fuel supply rate to the diesel cylinders via the RPM governor; The diesel produces torque, part of which is lost overcoming friction in the diesel and the main transmission; The propeller uses the torque to rotate, the torque value depending on RPM, the propeller pitch and the ship speed; The propeller shaft RPM keep changing up to the moment of balance betwixt the propeller resistance torque and the diesel torque; The propeller provides thrust for vessel movement; When moving, the ship hull overcomes the hydrodynamic/aerodynamic drag, which depends on ship speed and sailing conditions.

The ship speed keeps changing up to the moment of balance betwixt the resistance force and the propeller thrust. The automatic remote control system operates in combination with ME start/stop subsystems and the CPP pitch setter: The stop subsystem turns off fuel feed to the diesel cylinders; The CPP pitch setter control subsystem provides for turning the CPP blades to the position set by ARC or by the emergency Non-Follow-Up controls; The start subsystem sets the diesel fuel lever to the start fuel feed position, opens the start air; assigns a task to the all-mode governor equal to startup rpm, and, when the diesel reaches the rpm, cuts off the start air, releases the fuel lever, relaying its control to the all-mode governor. If the diesel does not gain the start rate of revolutions in the pre-set time, the start is considered unsuccessful, and the start subsystem launches the stop system, after which it tries to start the diesel again. If there are three successive start failures, the start subsystem becomes locked sending the Start Failed message. To unlock, set the control handle to the STOP position.

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ENGINE ROOM SIMULATOR ERS 5000. Vessel Model Ro-Ro (VERSION 7.2.1100). Trainee Manual. ERS5-M-053A

Simulator Module Systems

Control Panel
The central part of the control panel represents the engine telegraph (ET), which lever serves at the same time as the ARC lever. The ET left arrow points to the prescribed ET position (command from the bridge, if the ERS simulator is run together with the NTPro navigation simulator, or the Instructors command in case of ERS simulator stand-alone mode), the right-hand arrow repeating the ET lever position. If the ET arrows do not coincide, the ET buzzer will sound. True values of the assigned ET position and the ET lever position are shown digitally in the windows Bridge order and Speed setpoint as percent values of the ET lever maximum position.

To set a mode of operation for the ME-CPP propulsion system, move the ET lever to the required position using the mouse (trackball) to bring together the ET left-hand and right-hand arrows). You can fine-tune the ET lever position using the More/Less buttons located to the right of the Speed setpoint window. The ME-CPP ARC has to modes of operation i.e. the FIXED RPM mode of ME operation, and the COMBINED MODE. Selection of control mode can be made using the FIXED RPM COMBINED MODE switch on the ME control panel.

In the FIXED RPM mode, ME always operates at the rated RPM, the ship motion, including the reverse, being regulated by changing CPP pitch only. This mode allows the shaft generator to be used in the entire range of ship motion options, including STOP and GOING ASTERN. In the COMBINED MODE, the control lever sets simultaneously the propeller RPM and the PROPELLER PITCH according to the combined control program, providing, when doing so, the highest performance factor of the diesel-propeller system for the selected speed of ship. The following tools are used as indicators of propulsion system operation: The PROPELLER RPM instrument for measurement of propeller revolution speed;

Chapter 1. Ship Diesel Propulsion Plant.

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Simulator Module Systems

The PROPELLER PITCH indicator of the current position of propeller blades;

The ENGINE RPM analog/digital indicator of ME current RPM;

Ship knot speed window of the digital indicator Speed;

ME kW power window of the Power digital indicator;

The Rudder angle analog/digital indicator of rudder degree position;

The analog/digital Fuel index indicator of the ME HP fuel pump lever position (HPFP), %;

The analog/digital Start air pressure indicator of start air pressure, bar;

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ENGINE ROOM SIMULATOR ERS 5000. Vessel Model Ro-Ro (VERSION 7.2.1100). Trainee Manual. ERS5-M-053A

Simulator Module Systems

ARC can be turned ON using the CNTRL ON button it provides control air supply, when the control system power supply is ON. To provide for ME start, open the main air start valve by pressing the MAIN START VALVE button;

In the ARC mode, you can select a control station using the ECR BRIDGE button.

In the ECR control mode, the diesel is controlled from ECR by command from the bridge/Instructor. In the bridge control mode, the command comes from the bridge ET directly to the ARC system. The ET lever doesnt function as a control means in ECR.

Power
Three green lamps of power supply indication for: Remote Control System; Engine Telepraph; Safety System.

The ME-CPP propulsion system includes a reduction gear with a clutch. To control the clutch, the control panel features the CLUTCH module, including:

1. The READY indicator showing clutch readiness to engage. When ME runs, the reduction gear pump creates working pressure, which fact is indicated by the device. 2. The ENGAGED/DISENGAGED clutch engagement/disengagement indicators. 3. The ON/OFF buttons for engaging/disengaging the clutch. On pressing the ON button, the pneumatic control valve opens, and the clutch get engaged.

Chapter 1. Ship Diesel Propulsion Plant.

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Simulator Module Systems

The use of CPP allows the start/operation of the ME to be done with a propeller zero thrust i.e. idle running. In this method, the control lever remains in the 0 position, which corresponds to the ship zero speed. The diesel is started remotely from ECR by the START button. The STOP button is used for standard diesel stopping. The panel houses the PITCH LIMIT controller, which is used to limit diesel max load in the ARC mode (by decreasing the real pitch in % of the design maximum pitch).

Emergency Control
The lower left-hand corner of the panel has highlighting buttons of diesel emergency operation mode: The EMERGENCY RUN button, which turns OFF the ME protection system (except Overspeed protection);

EMERGENCY STOP ME emergency stop button;

SAFETY RESET ME safety system reactivation (arming) button, after its tripping.

The emergency diesel operation mode buttons are protected against an unintentional depressing by the user. To press the required button, it is first necessary to lift the protection cover from the button (To lift glass) by a left click, and then press the button. In the event case of ARC failure, the remote emergency non-Follow-Up control of CPP blade pitch can be performed from ECR using the EMERGENCY CPP CONTROL, which is located in the lower left corner of the control panel. In includes:

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ENGINE ROOM SIMULATOR ERS 5000. Vessel Model Ro-Ro (VERSION 7.2.1100). Trainee Manual. ERS5-M-053A

Simulator Module Systems

The LOCAL mode indicator of CPP system control from the local control station (in the engine room (ER)). The ON/OFF button for turning ON/OFF the remote emergency control of propeller pitch from ECR. The ASTERN and AHEAD buttons for setting a required propeller pitch in the emergency mode of the remote non-Follow-Up control. The LOAD DIAGRAM in the left part of the screen page built in ME power ME RPM coordinates presents the restrictive ME curve (according to the manufacturer) and the field of permitted ME loads. The current ME power/RPM values are indicated in the diagram by a moving point.

Steering Gear
The panel for remote control of Steering Gear pumps. The panel contains AUTOMANUAL switch for the control of the pump plant and ON/OFF buttons for the pumps: PUMP 1 and PUMP 2.

PUMP 1 and PUMP 2 buttons do not function unless the switch is set to the manual mode of the pump plant operation: MANUAL. AUTO position of the switch sets the automatic mode of the pump plant operation (STAND-BY mode). POWER indicators show that the pumps are powered. The ER LOCAL CONTROL indicator is operating for indication of Steering Gear local manual (non-follow-up) control mode from Engine Room.

Chapter 1. Ship Diesel Propulsion Plant.

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Simulator Module Systems

Protection System The ME safety system is designed for protecting the diesel against breakdown under conditions different from those of normal operation. The system consists of two independent subsystems: SLOW DOWN system works for a four-stroke engine with CPP by decreasing the propeller pitch and the given ME revolution speed; SHUT DOWN system stops the engine by cutting off fuel supply.

After actuation of the system, you can unlock it using the SAFETY RESET button. A safety system trip can be locked (except Overspeed) using the EMERGENCY RUN button.

Protection System Actuation Conditions


SHUT DOWN is actuated with a preset-time delay of about 10 seconds under the following conditions: Lube oil pressure at diesel inlet is less than 1.8 bar; Diesel RPM is higher than 105% of the rated value.

SLOW DOWN is actuated with a preset time delay of 30 seconds under the following conditions: Cylinder exhaust gas temperature exceeds 550; Presence of oil vapours (oil mist) in the crankcase; Cylinder cooling water temperature at exit is above 95; Cylinder cooling water pressure at inlet is below 1.5 bar.

Alarm Signals
Overload ME overload, ME load is outside the restrictive load curve; Overspeed ME RPM above the limit, (ME racing); Start Att. Failed 1 start attempt 1 not executed; Start Att. Failed 2 start attempt 2 not executed; Start Att. Failed 3 start attempt 3 not executed; Start Failed start not executed, further starts locked; Low Press. Control Air low pressure of control air; Low Press. Start Air low pressure of start air (still 3 attempts of ME start are possible); Slowdown safety system actuated ME slowing down; Shutdown ME safety system actuated ME stopping.

System of ME Protection
ME start locking after failure of three start attempts.

System Faults Introduced by the Instructor


Medium Fouling of the vessel hull increase of resistance to movement, increase of ME load; Heavy Fouling of the vessel hull increase of resistance to movement, increase of ME load.

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ENGINE ROOM SIMULATOR ERS 5000. Vessel Model Ro-Ro (VERSION 7.2.1100). Trainee Manual. ERS5-M-053A

Simulator Module Systems

System Operation
System Preparation and Putting in Operation Turn ON the ARC system by the CNTRL ON button. In case of joint work with the NTPro navigation simulator, select in cooperation with the bridge a control station (BRIDGE or ECR). In case of the simulators stand-alone mode, select ECR as the control station. Check for readiness of the other systems. Open the main start valve, check start air pressure using the START AIR PRESSURE indicator. If necessary, set the maximum limit for CPP pitch using the Pitch Limit controller. Select a control mode: Fixed R.P.M. Combined Mode. If the Fixed R.P.M. is selected, engage the reduction gear clutch using the On button. The ET lever should be in the STOP position, which corresponds to the zero CPP pitch. Start ME using the Start button. The engine will run up the rated revolution. In case of the Combined Mode mode selected, start ME using the START button. The ET lever should be in the STOP position, which corresponds to the zero CPP pitch and ME idle revolutions. Then engage the clutch by the On button. Diesel Control Diesel operation mode setting comes to the ARC system: In the BRIDGE CONTROL model from the engine telegraph located on the bridge; In the ECR CONTROL mode from the engine telegraph located in ECR, being monitored by SPEED SETPOINT digital indicator. LOAD DIAGRAM; ME RPM meter, CPP revolution indicator CPP pitch indicator; Digital POWER indicator; FUEL INDEX analog/digital indicator of FUEL INDEX fuel lever position. 2. The SPEED digital indicator monitors ships speed. 3. The Slow Down and Shut Down indicators register actuation of the safety diesel protection system. The safety system can be unlocked using the SAFETY RESET button. To turn OFF the safety system, press the EMERGENCY RUN button. 4. To stop diesel in emergency, use the EMERGENCY STOP button. 5. Emergency CPP control is performed using the Astern/Ahead buttons with a depressed ON button.

1. The current mode of diesel operation is monitored using:

Chapter 1. Ship Diesel Propulsion Plant.

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Simulator Module Systems

Freshwater Cooling System (FW Page)


Purpose
The system is designed for cooling cylinders, covers and the turbocharger of the Main Engine (ME) and the diesel-generators (DGs). Fresh water, which is cooled, in its turn, in the cooler by seawater, is pumped through the systems closed circuit. Main engine pre-heating (fresh water and lube oil) is available during Port mode by running Diesel Generators.

System Components
The system scheme realized in the simulator i.e. the system mnemonic diagram can be seen in Fig. 2:

Fig. 2

The system includes the following components modeled by the simulator: Pipeline system as a hydrodynamic object; ME and DG as thermodynamic objects; Centrifugal electrically driven pumps 1, 2 that provide for circulation of cooling freshwater through ME. The pumps can be controlled in manual or automatic mode; DG attached centrifugal pumps; VP valve for adjustment of water flow through ME (water pressure in the system); The expansion tank used for compensating water temperature expansion in the cooling system. The tank capacity is approximately 10% of the total system water volume. The height of the tank mounting determines the system static pressure in the system and ensures filling the system with water; VL valve for expansion tank replenishment;

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ENGINE ROOM SIMULATOR ERS 5000. Vessel Model Ro-Ro (VERSION 7.2.1100). Trainee Manual. ERS5-M-053A

Simulator Module Systems

Water coolers 1 and 2, equipped with remote-control valves at cooler inlets; Temperature controller and a three-way valve VT, which is controlled manually or automatically by the temperature controller. The temperature controller maintains constant water temperature after ME by way of full or partial bypassing the coolers. The temperature controller sensor is installed at water exit after ME. In the automatic mode, the temperature controller settings can be changed within the range of 70 to 90. The DGs are equipped with similar thermostatic valves; Centrifugal electrically driven pumps 1, 2 that provide for circulation of cooling freshwater through cylinder injectors. The pumps can be controlled in manual or automatic mode; The expansion tank used for compensating water temperature expansion in the injectors cooling sub-system; VL valve for expansion tank replenishment; Water heat exchanger of injectors cooling sub-system, equipped with remotecontrol valve at cooler inlet; ME lub. oil heater used for lub. oil heating before engine start; Remote-control valves for changing system configuration for in-port operation.

Control Panel
The right-hand part of the screen page contains the system control panel. The control panel consists of the following modules: Adjustment of water pressure and flow rate in the system; Remote control of a number of valves; Adjustment of water temperature; Panel of injectors cooling system.

Circulation of water in the system (pressure and flow rate) is provided by two electrically driven pumps. The water-pressure/flow-rate adjustment module includes buttons for turning ON/OFF the pumps PUMP 1 and PUMP 2, the MANUAL/AUTO pump control mode switch, the water pressure gauge, the controller of water flow adjustment valve to control the rate of water flow through the engine and water pressure in the system. The MANUAL/AUTO pump control mode switch has two positions:

AUTO automatic pump control mode; MANUAL manual pump control mode.

When turning ON/OFF the pumps, the automatic control is performed at pump discharge-side valves. Pressure of started pumps is applied to the shut valve flap. Then the flap automatically opens with a certain delay. After the pump is switched OFF, the flap shuts automatically with a delay.

Chapter 1. Ship Diesel Propulsion Plant.

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Simulator Module Systems

The PUMP 1 and PUMP 2 buttons are active only in case the pump control mode switch is in the MANUAL position. In AUTO mode, the automation system turns ON the pump, when pressure in the system is low. First, it starts pump 1, and if the system pressure doesnt rise, it will turn ON pump 2. In AUTO mode the button for turning the pumps ON/OFF are not active. The upper right-hand corner of the control panel houses the ME FLOW controller for opening the valve that regulates water flow rate in ME and system pressure.

The 0 position of the controller corresponds to a closed valve, the water flow through ME being zero, and the pressure being at maximum. The 100 position corresponds to a fully opened valve, the water flow through ME being maximum and the pressure being decreased. The valve control panel has buttons to control the COOLER 1 and COOLER 2 cut-off valves of water coolers, the PORT MODE button for turning ON the in-port mode of system operation (for partial opening/closing part of valves, through which the system provides ME heating by cooling water from running DGs), the TANK MAKE UP button for turning ON/OFF the expansion tank replenishment valve, the button to control the OIL HEATER cut-off valve and the button to control the INJECTORS COOLER cut-off valve.

The water temperature regulation controls of the system are combined in the TEMPERATURE CONTROL module on the control panel.

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ENGINE ROOM SIMULATOR ERS 5000. Vessel Model Ro-Ro (VERSION 7.2.1100). Trainee Manual. ERS5-M-053A

Simulator Module Systems

These include: The MANUAL-AUTO control mode switch for water temperature regulation; The COOLER FLOW controller, which is used to manually control the water temperature regulation valve. The 0 position corresponds to full bypassing the cooler, the 100 position corresponding to full flow of water through the cooler; The SET POINT turning knob for setting water temperature for the temperature controller operating in AUTO mode. The temperature controller setting can be changed within the range of 70 to 90C; The ME INLET and ME OUTLET water temperature indicators (before ME and after ME, respectively) are located in the upper part of the control panel represented as thermometers calibrated 0 to 110.

The injectors cooling system controls of the system are combined in the INJECTORS COOLING SYSTEM module on the control panel:

These include: PUMP1 and PUMP 2 buttons for turning ON/OFF the pumps; The MANUAL-AUTO control mode switch for pumps mode selection; The MAKE UP button for turning ON/OFF the expansion tank replenishment valve; The button to control the COOLER cut-off valve; The INJECTORS INLET and INJECTORS OUTLET water temperature indicators; The water pressure indicators - after pumps and before injectors.

The left part of the screen page has a mnemonic diagram of the system, showing the current status of system valves/pumps, the expansion tank level and the flow of water (m3/h) through ME and the water coolers.

Alarm Signals
Low T ME Inlet low temperature before ME; High T ME Outlet high temperature after ME; Low Level Expan. Tank low level in the expansion tank; High Level Expan. Tank high level in the expansion tank; Low Press. ME Cooling low level in the system; Pump Autostart autostart of stand-by pump in case of low system pressure;

Chapter 1. Ship Diesel Propulsion Plant.

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Simulator Module Systems

Inj. Low T ME Inlet low water temperature before fuel Injectors; Inj. High T ME Outlet high water temperature after fuel Injectors; Inj. Low Level Expan. Tank low level in the expansion tank (Injectors cooling); Inj. High Level Expan. Tank high level in the expansion tank (Injectors cooling); Low Press. Inj. Cooling low pressure in the Injectors cooling sub-system; Inj. Pump Autostart autostart of stand-by pump in case of low Injectors cooling sub-system pressure.

ME Protection System
Actuation of the Slow Down system by low system pressure (1.5 bar); Actuation of the Slow Down system by high temperature in the system (90C).

System Faults Introduced by the Instructor


Water leakage leakage of water from the system; Cavitation in FW system circulation pump failure, cavitation in the system; Pump 1 Breakdown emergency stop of pump 1; Pump 2 Breakdown emergency stop of pump 2; Cooler 1 Fouling fouling of water cooler 1 in the freshwater end; Cooler 2 Fouling fouling of water cooler 2 at the weather forecast end; Temp. Controller Breakdown temperature controller breakdown; LO Heater Fouling fouling of LO Heater in the freshwater side; Inj. Water leakage leakage of water from the system (Injectors cooling); Inj. Cavitation in FW system circulation pump failure, cavitation in the system (Injectors cooling); Inj. Pump 1 Breakdown emergency stop of pump 1 (Injectors cooling); Inj. Pump 2 Breakdown emergency stop of pump 2 (Injectors cooling); Inj. Cooler Fouling 1 fouling of injectors water cooler in the freshwater side (Injectors cooling).

System Operation
System Preparation and Putting in Operation 1. Check if there is water in the both expansion tanks. Add, if necessary (TANK MAKE UP button and MAKE UP button). 2. Start the pump (PUMP 1 or PUMP 2 button in MANUAL mode). 3. Adjust pressure before diesel using the valve ME FLOW, check if there is water flow through the diesel. 4. Switch the pump control mode to AUTO. 5. Switch the thermostatic valve control mode to AUTO. 6. Specify SET POINT for the temperature controller. 7. Open valve of a coolers - COOLER 1 or COOLER 2 and INJECTORS COOLER (FW side and Injectors water side).

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ENGINE ROOM SIMULATOR ERS 5000. Vessel Model Ro-Ro (VERSION 7.2.1100). Trainee Manual. ERS5-M-053A

Simulator Module Systems

8. Start the Injectors cooling system pump (PUMP 1 or PUMP 2 button in MANUAL mode). 9. Switch the injectors pump control mode to AUTO. 10. Check that there is no alarm signal in the system.

Control Over System Operation 1. Check water pressures before diesel, after injectors cooling system pump, before injectors. 2. Check that there is water flow through the diesel. 3. Check that there is water flow through the each injector. 4. Check water temperatures before and after diesel. 5. Check water temperatures before and after injectors. 6. Check for correctness of temperature controller operation maintaining the proper temperature value. 7. Check level in the both expansion tanks. 8. Check for alarm signals in the system. Switching Over to In-Port Mode 1. Retain the system running mode for 40 60 min. after ME stop. 2. Switch the pumps control mode to MANUAL. 3. Stop the pumps. 4. Use the PORT MODE button to switch ME to heating from the running Diesel Generator(s). 5. Open valve of a engine Oil Heater. 6. Check that there is water flow through system.

Chapter 1. Ship Diesel Propulsion Plant.

27

Simulator Module Systems

Seawater Cooling System (SW Page)


Purpose
The system is designed to cool lube oil in ME and DG, the ME camshaft, the cooling freshwater in the closed circuit, the scavenge air for the diesels, the air compressors, and the propeller shaft bearings. For this purpose, seawater is pumped through respective coolers/mechanisms and out overboard. If temperature of seawater is low (below 10), it gets partially recirculated.

System Components
See Fig. 3 for the system scheme realized in the simulator i.e. the system mnemonic diagram.

Fig. 3

The system includes the following components modelled by the simulator:


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Pipeline system as a hydrodynamic object; ME, DG, compressors, water cooler, lube coolers, reduction gear coolers and CPP pitch setter as thermodynamic objects; Water intake sea chests, the lower and upper ones, equipped with filters and stop valves; Electrically driven centrifugal pumps: the main ones 1 and 2, and the in-port one aux; Lube oil coolers 1 and 2; Freshwater coolers 1 and 2; ME scavenge air cooler;

ENGINE ROOM SIMULATOR ERS 5000. Vessel Model Ro-Ro (VERSION 7.2.1100). Trainee Manual. ERS5-M-053A

Simulator Module Systems

DG oil/air coolers; Air compressor coolers; Reduction gear cooler; CPP pitch setter cooler; Overboard valve; Temperature controller and three-way valve VT, which is controlled manually or automatically by the temperature controller. The temperature controller maintains water temperature before LO coolers below 10C by way of its partial recirculation after cooler to pump inlets. The temperature controller setting can be changed within the range of +5 to +32.

Control Panel
The control panel located in the right-hand part of the screen page contains the following modules: Adjustment of water pressure and flow rate in the system; Water temperature regulation; Remote control of some valves; And required indicators.

Circulation of water in the system (pressure and flow rate) is provided by two electrically driven main pumps and an auxiliary one. The water-pressure/flow-rate adjustment module includes the PUMP 1, PUMP 2 and AUX PUMP buttons for turning ON/OFF the pumps, the Manual/Auto switch of control modes for pumps PUMP 1 and PUMP 2, and water pressure gauges for the system. The control mode switch for pumps PUMP 1 and PUMP 2 has two positions: AUTO automatic pump control mode; MANUAL manual pump control mode.

When turning ON/OFF the pumps, automatic control of its valves is performed at the pump discharge side. The PUMP 1 and PUMP 2 buttons are active only in case the pump control mode switch is in the MANUAL position. In AUTO mode, the pump will be turned on automatically, when pressure in the system is low. First, it starts pump 1, and if the system pressure doesnt rise, it will turn ON pump 2. In AUTO mode, the buttons for turning ON/OFF the pumps are not active. The AUX PUMP button is always active in MANUAL mode.

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Above the pump control buttons, you can find pressure gauges that indicate pressure at the pressure side of main pumps 1 and 2, and the AUX in-port pump, respectively. Control of the valve that regulates water flow through the ME air cooler is performed using the SCAV. AIR COOLER FLOW controller:

The 0 position of the controller corresponds to a closed valve, the water flow through the ME air cooling being zero. The 100 position corresponds to a fully opened valve, the water flow through the ME air cooling being maximum. The current position of the controller (the rate of valve opening) is shown in the mnemonic diagram: The water temperature regulation module is located on the control panel, left to the controller:

These include: The MANUAL-AUTO control mode switch for water temperature regulation. 1. The RECIRCULATION controller used to control the valve that regulates water temperature, when in MANUAL mode. The 0 position corresponds to full drain of seawater overboard, while the 100 position indicates full seawater recirculation. The current position of the controller (the rate of valve opening) is shown in the mnemonic diagram. 2. The SET POINT turning knob for setting water temperature for the temperature controller, when in AUTO mode. The temperature controller setting can be changed within the range of +10C to +32C. The temperature controller maintains water temperature before LO coolers below a specified value by way of partial recirculation of water after coolers directing it to the pumps. The remote control module for some valves contains the following control buttons:

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ENGINE ROOM SIMULATOR ERS 5000. Vessel Model Ro-Ro (VERSION 7.2.1100). Trainee Manual. ERS5-M-053A

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LO COOLER 1 cut-off valve of lube oil cooler 1; LO COOLER 2 cut-off valve of lube oil cooler 2; FW COOLER 1 cut-off valve of cooler freshwater 1; FW COOLER 2 cut-off valve of freshwater cooler 2; UPPER CHEST valve of water intake from the upper sea chest; LOWER CHEST valve of water intake from the lower sea chest; COMPR. COOLER cut-off valve of compressor coolers 1 and 2; CPP SERVO valve for delivering water to the oil cooler of the CPP drive system; REDUCT GEAR valve for delivering water to the reduction-gear oil cooler.

The control panel also features temperature indicators:

LO Cooler Inlet before ME lube oil cooler; FW Cooler Inlet before freshwater cooler; FW Cooler Outlet after freshwater cooler; Air Cooler Outlet after scavenge air cooler; Sea Water water temperature from the sea chest (in the upper right-hand corner of the control panel).

The left-hand part of the screen page contains a mnemonic diagram, showing the current status of valves and pumps in the system.

Alarm Signals
Low Pressure low pressure before air cooler (after the pumps); Pump Autostart automatic start of the stand-by circulation pump following a system low pressure signal; High T Shaft Bear high temperature after shafting bearing coolers; High T Compress. 1 high temperature of compressed air after compressor 1; High T Compress. 2 high temperature of compressed air after compressor 2; Low T LO Cool. In. low water temperature before lube oil coolers.

Protection System
No protection system is foreseen for the prototype and neither is modelled by the simulator.

System Faults Introduced by the Instructor


Pump 1 Breakdown emergency stop of pump 1; Pump 2 Breakdown emergency stop of pump 2; Pump Aux. Breakdown emergency stop of Aux. pump; LO Cooler 1 Fouling fouling of lube oil cooler 1 on the seawater side;

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LO Cooler 2 Fouling fouling of lube oil cooler 2 on the seawater side; FW Cooler 1 Fouling fouling of freshwater cooler 1 on the seawater side; FW Cooler 2 Fouling fouling of freshwater cooler 2 on the seawater side; Scav. Air Cooler Fouling fouling of the scavenge air cooler on the seawater side; Temp. Controller Breakdown temperature controller failure; Upper Chest Filter Fouling fouling of the upper sea chest filter; Lower Chest Filter Fouling fouling of the lower sea chest filter; Cavitation in SW system circulation pump failure, cavitation in the system.

In addition, the instructor can specify the seawater temperature.

System Operation
System Preparation and Putting in Operation 1. Open the upper sea chest (when in port) UPPER CHEST. 2. Check that the overboard valve is open. 3. Start the pump (PUMP 1 or PUMP 2 button in MANUAL mode). 4. Open the FW COOLER water cooler valve, the LO COOLER oil cooler valve of ME. 5. Open the COMPR. COOLER, CPP Servo and REDUCTION GEAR cooler valves. 6. Check water pressure in the system. 7. Switch the pump control mode to AUTO. 8. Switch the recirculation valve control mode AUTO. 9. Specify SET POINT for the temperature controller. 10. Check that there is no alarm signal in the system.

Control Over System Operation 1. When putting to sea, switch over to the lower sea chest LOWER CHEST. 2. Check water pressure in the system. 3. Check water temperature after/before the coolers. 4. Check for correctness of temperature controller operation maintaining the proper temperature value. 5. Adjust the rate of flow through the air cooler using the SCAV. AIR COOLER FLOW valve to maintain scavenge air temperature within the working range. 6. Check that there is no alarm signal in the system. Switching Over to In-Port Mode 1. When in port, switch over to the upper chest UPPER CHEST. 2. Switch the pump control mode to MANUAL. 3. Stop the pump (PUMP 1, PUMP 2 in MANUAL mode). 4. Start the auxiliary (port) pump AUX. PUMP. 5. Shut the valves of the unused coolers.

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ENGINE ROOM SIMULATOR ERS 5000. Vessel Model Ro-Ro (VERSION 7.2.1100). Trainee Manual. ERS5-M-053A

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Fuel Oil Supply System (FOS Page)


Purpose
The system is used to supply fuel from the service tank to the diesel high-pressure fuel pumps (HPFP). The system allows the main engine and the diesel-generators to be run on heavy fuel oil or diesel fuel oil. Fuel circulation in the system is provided by two pairs of electrically driven supply pumps operating in the Standby mode i.e. one pump operating, the other one being a stand-by. The fuel is supplied: Under a certain pressure that ensures HPFP priming; At a certain temperature that ensures viscosity of 10 to 15 cSt, necessary for proper fuel atomisation by the burner; Through the filter that ensures removal of particles greater than 50 m in order to prevent abrasive wear and jam of high-precision components of the diesel fuel equipment.

To make the heavy fuel less viscous, heating is provided: preliminary heating in the expansion tank and the pipelines (steam trace heating); and final heating in the fuel preheater.

System Components
See Fig. 4 for the system scheme realized in the simulator i.e. the system mnemonic diagram.

Fig. 4

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The system includes the following components modelled by the simulator: Pipeline system as a hydrodynamic object; Tanks and pipelines as thermodynamic objects; HFO/DO service tanks, which are replenished by separators from the HFO settle tanks and the DO reserve tanks (see Fuel preparation system the FOT page). The service tank overflow pipe connects to the settle tank. The reserve tanks are provided with taps in their lower parts, designed for draining sludge to the sludge tanks. The receiver pipe is located somewhat higher of the tank bottom to prevent sludge entering the system. Therefore, there is always a dead stock of fuel in the tank, which cannot be pumped out. The tank dead stock can be removed through the sludge drain tap. The HFO tank and the connected pipelines are steam-heated to reduce viscosity of the pumped fuel. The HFO/DO suction pipes are connected with the suction sides of the supply pump via a three-way plug valve (2/1), which is foreseen for switching ME to another fuel grade while running. There are similar valves at each of the diesel-generator; Supply pumps 1 and 2 (one stand-by) create a pressure of at least 4 bar in the circulation system. These are electrically driven pumps of, usually, the gear type or the screw type. The capacity of each pump covers the fuel consumption by the diesels. The constant pressure at the charging side is maintained by a bypass valve; The fuel preheater heats fuel up to the required temperature/viscosity. This is a steam heat exchanger of the shell-and-tube type. Fuel temperature is controlled after heater with the aid of the steam supply valve. It can be performed manually or using the Viscosity Control temperature controller. The heating temperature for the required viscosity of 10 to 15 cSt is determined by the fuel grade; A duplex fuel filter for removal of particles greater than 50 m from fuel. The clean filter pressure drop doesnt exceed 0.3 bar. When if becomes higher than 0.5 bar, you should switch over to a clean section and then clean out the filter; The circulation system is completed by a return fuel tank equipped with an automatic deaeration valve. The tank is located higher than the service one, its middle being at the level of the service tank top.

Control Panel
The upper part of the fuel supply system control panel contains the pump control module (SUPPLY PUMPS). It includes:

1. The PUMP 1 and PUMP 2 buttons for turning ON/OFF two supply pumps (one being a stand-by) that create a pressure of at least 4 bar at circulation pump inlets. The pumps have two control modes i.e. Manual and automatic. 2. The switch of pump control mode with two positions: MANUAL and AUTO mode. The PUMP 1 and PUMP 2 buttons are active only in case the pump control mode switch is in the manual position. In AUTO mode, the automation system turns on the pump, when pressure in the system is low. First, it starts pump 1, and if the system pressure doesnt rise, it will turn on pump 2. In AUTO mode the button for turning the pumps on/off are not active.
34 ENGINE ROOM SIMULATOR ERS 5000. Vessel Model Ro-Ro (VERSION 7.2.1100). Trainee Manual. ERS5-M-053A

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3. A pressure gauge showing pressure after the supply pumps. Fuel is supplied via a duplex fuel filter that ensures removal of particles greater than 50 m. The filter condition is assessed by the pressure drop through it. The clean filter pressure drop doesnt exceed 0.3 bar. When if becomes higher than 0.5 bar, you should switch over to a clean section and then clean out the filter. The control panel has the FILTER switch for selection of filter sections 1 or 2, with position indications 1 and 2, as well as analog/digital indicators of fuel pressure before HPFP ENGINE INLET, and of pressure drop through the filter FILTER DROP.

Viscosity of the pumped heavy fuel is adjusted by heating: the preliminary one in the service tank and the pipelines and the final one in the fuel preheater. To provide for these functions, there are following controls on the control panel: the TRACING button to turn ON the steam tsrace heating of the pipelines. the HEATING controller to regulate steam supply for heating heavy oil in the service tank (fuel temperature in the service tank is monitored by the temperature indicator);

the PREHEATER ON and PREHEATER BYPASS buttons for remote control of the fuel preheater cut-off valve and the bypass valve:

Fuel temperature after the preheater can be regulated by the valve of steam supply to the fuel preheater. It is performed with the aid of the VISCOSITY CONTROL fuel viscosity module on the control panel, which includes:

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1. MANUAL-AUTO mode switch of fuel viscosity control. 2. HEATING controller used to control the steam supply valve in MANUAL mode. The 0 position of the controller corresponds means the preheater of OFF, while the 100 position corresponds to preheater maximum capacity. Current position of the HEATING controller is shown by the digital indicator in the mnemonic diagram.

3. The SET POINT rotating knob for setting a value of fuel temperature after the VISCOSITY CONTROL controller In AUTO mode. Fuel temperature is monitored by temperature indicators at the following points:

Preheater Inlet before preheater; Preheater Outlet after preheater.

The lower part of the control panel contains tap control buttons to drain sludge from the service tanks: DO DRAIN from the diesel fuel oil tank, and

DRAIN (the HFO TANK module) from the heavy fuel oil tank.

Fuel type selection for ME and two DGs is made using the HFOOFFDO threeway switches that remotely control the fuel receiving taps. The switch positions correspond to the following:


36

HFO from the HFO service tank; OFF the tap is closed (the middle tap position); DO from the DO service tank.

ENGINE ROOM SIMULATOR ERS 5000. Vessel Model Ro-Ro (VERSION 7.2.1100). Trainee Manual. ERS5-M-053A

Simulator Module Systems

The left-hand part of the screen page contains a mnemonic diagram, showing the current state of system devices, and also:

Level in DO/HFO service tanks (diesel oil and heavy fuel oil); Setting of the HEATING controller, for reduction of fuel viscosity; DO/FFO consumption, m /h.
3

Alarm Signals
Pump Supp. Autostart automatic start of the stand-by supply pump by a lowpressure-after-pumps signal; Filter Dirty fouled filter, increased filter pressure drop; To HFO Tank high/low fuel temperature in the HFO service tank; To ME Inlet high/low temperature (viscosity) of fuel before ME; Low Press. ME Inlet low fuel pressure before ME; Level HFO Tank high/low fuel level in the heavy fuel oil service tank; Level DO Tank high/low fuel level in the diesel oil service tank.

Protection System
No protection system is foreseen for the prototype and neither is modelled by the simulator.

System Faults Introduced by the Instructor


Supply Pump 1 Breakdown emergency stop of supply pump 1; Supply Pump 2 Breakdown emergency stop of supply pump 2; Filter 1 Fouling fouling of filter 1, increase of pressure drop through it; Filter 2 Fouling fouling of fuel 2, increase of pressure drop through it; Temp. Controller Breakdown temperature controller failure; Preheater fouling fouling of unit.

System Operation
System Preparation and Putting in Operation 1. Check the level in the DO service tank. Drain sludge (the DO DRAIN button). Fill up the tank, if necessary (the DO TRANSFER PUMP in the FOT system the START/STOP button). 2. Check the level in the HFO service tank. Drain sludge (the DRAIN button). Fill up the tank, if necessary (SEPARATOR in the FOT system the START/ STOP button). 3. Check temperature in the heavy fuel service tank HFO TANK. Turn ON HFO TANK HEATING, if necessary.

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4. Set switches of fuel type selection for ME and DGs to the required position: HFO-OFF-DO and AE1-AE2, respectively. 5. When running on heavy fuel oil turn ON the heating of the fuel pipelines by the TRACING button. 6. Start the supply pump (the PUMP 1 or PUMP 2 button of the SUPPLY PUMPS module, in MANUAL mode). Check its operation on the pressure gauge. 7. Switch the pump control mode to AUTO. 8. When running on heavy fuel oil, open the preheater valves (the PREHEATER ON button); if operating on diesel oil, open the bypass valve (the PREHEATER BYPASS button). 9. Check fuel pressure before diesel (the ENGINE INLET pressure gauge). 10. 11. 12. 13. Check filter pressure drop (the FILTER DROP pressure gauge); change over to the filter stand-by section, if necessary. Switch to the MANUAL mode of thermostatic valve control. Use the HEATING controller to adjust fuel temperature before diesel (PREHEATER OUTLET). Check that there is no alarm signal in the system.

Control Over System Operation 1. After starting the diesel, switch to the AUTO mode of thermostatic valve control. 2. Specify SET POINT for the temperature controller. 3. Check fuel temperature before diesel. 4. Check for correctness of temperature controller operation maintaining the proper temperature value. 5. Check fuel pressure before diesel. 6. Check pressure drop through the filter; change over to the stand-by section of the fuel, if necessary. 7. Check the flow rate for the fuel from the service tanks. 8. Check the level in the DO service tank. Drain sludge (the DO DRAIN button). Fill up the tank, if necessary (the DO TRANSFER PUMP in the FOT system the START/STOP button). 9. Check the level in the HFO service tank. Drain the sludge (the DRAIN button). Fill up the tank, if necessary (SEPARATOR in the FOT system the START/STOP button). 10. 11. Check temperature in the heavy fuel service tank HFO TANK. Turn ON HFO TANK HEATING, if necessary. Check that there is no alarm signal in the system.

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ENGINE ROOM SIMULATOR ERS 5000. Vessel Model Ro-Ro (VERSION 7.2.1100). Trainee Manual. ERS5-M-053A

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Switching Over to In-Port Mode 1. If your stay in port is of short duration, you can continue to use the running mode of the FOS system for the purpose of being ready for operation on heavy fuel oil. 2. Before a long-duration stay, change the system in due time to DO before manoeuvring. 3. Switch to the MANUAL mode of thermostatic valve control. 4. Set the fuel type selection switch HFOOFFDO of the main engine to the DO position. 5. Use the HEATING controller to gradually reduce fuel temperature before diesel (PREHEATER OUTLET). 6. Check fuel pressure before diesel (the ENGINE INLET pressure gauge). 7. Open the preheater bypass valve (the PREHEATER BYPASS button), close the preheater valves (the PREHEATER ON button). 8. Turn ON the fuel pipeline heating using the TRACING button. 9. After stopping the diesel, change control of the fuel-supply pumps to the MANUAL mode; stop the pumps.

Chapter 1. Ship Diesel Propulsion Plant.

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Simulator Module Systems

Fuel Oil Transfer System (FOT Page)


Purpose
The system is designed for fuel storage, settling, pumping, separating and directing to the diesel service tank.

System Components
See Fig. 5 for a system schematic diagram.

Fig. 5

See Fig. 6 for the system scheme realized in the simulator i.e. the system mnemonic diagram.

Fig. 6

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ENGINE ROOM SIMULATOR ERS 5000. Vessel Model Ro-Ro (VERSION 7.2.1100). Trainee Manual. ERS5-M-053A

Simulator Module Systems

The system includes the following components modelled by the simulator: Heavy fuel oil storage bunker. Equipped with steam heating coils; Diesel oil storage bunker; HFO pump for replenishment of fuel in the settling tank and for other fuel transfer operations. This is an electrically driven pump, of, usually, the gear type or the screw type; DO transfer pump for replenishment of fuel in the DO service tank and for other fuel transfer operations. This is an electrically driven pump, of, usually, the gear type or the screw type; HFO settling tank. It is replenished from the bunker by the HFO transfer pump. The settling tank overflow pipe connects to the spill fuel tank. The tap in the lower part of the settling tank is designed for draining sludge to the sludge tank. The settling tank is provided with steam heating coils. The fuel pipelines draining to the tank are heated by steam to reduce viscosity of the pumped fuel; The fuel separators (please see page OFS) is designed for removal of water and mechanical particles from HFO fuel or DO fuel. Separation wastes are removed to the sludge tank; The spill tank is designed as an assurance against overfill of the settling/service tanks. When it is overfilled, the fuel will run out through the air gosling onto the deck (emergency situation). The fuel can be pumped out from the spill tank to the settling tank; The sludge tank serves as a collector of separation waste, sludge and other kinds of fouled fuel and oil.

Control Panel
The upper left part of this systems control panel contains control modules for heavy fuel oil transfer pumps HFO TRANSFER PUMP and diesel oil transfer pumps DO TRANSFER PUMP:

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1. The HFO transfer pump is designed for replenishment of the settling tank and for other fuel transfer operations. The pump is controlled by the START/STOP button, which turns ON/OFF the HFO pump. You can select the source, from which fuel is to be transferred, i.e. the bunker or the spill tank, using the remotecontrolled two-way valve. This valve can be controlled using the From Bunker From Spill Tank switch. To check the pressure on the suction side (SUCTION) and the discharge side (DISCHARGE) of the fuel transfer pump, two respective analog/digital indicators are provided. 2. The DO transfer pump is designed for replenishment of the DO service tank. The pump can be turned ON/OFF using the START/STOP button. To show the suction/discharge pressure, two analog/digital pressure gauge are available: SUCTION and DISCHARGE.

The lower part of the panel has: 1. HFO BUNKER control module for the heavy fuel oil bunker:

the HEATING controller of the tank heating control system (the controller setting is shown in the mnemonic diagram digital indicator of the tank heater); fuel temperature indicator; the TRACING button for turning ON the pipeline heating, which is required for normal transfer of heavy fuel oil.

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ENGINE ROOM SIMULATOR ERS 5000. Vessel Model Ro-Ro (VERSION 7.2.1100). Trainee Manual. ERS5-M-053A

Simulator Module Systems

2. The HFO SETTLE TANK control module for the heavy fuel oil settling tank:

the HEATING controller of the tank heating control system (the controller setting is shown in the mnemonic diagram digital indicator of the tank heater); fuel temperature indicator; the DRAIN button for control of the tap draining sludge from the settling tank to the sludge tank. 3. The SEPARATOR SELECTIONS control module: the FUEL (DO HFO) switch for selection of fuel for separation; the SUCTION (SERVICE SETTLE) switch for selection of separator suction direction (for HFO); the DISCHARGE (SERVICE SETTLE) switch for selection of separator discharge direction (for HFO). The left-hand part of the screen page contains a mnemonic diagram of the system, showing the current state of system devices, fuel levels in tanks, as well as the statuses of the heating systems in the bunker, the HFO settling tank and the separator.

Alarm Signals
High Level Spill Tank high level in the spill tank; High Level Sludge Tank high level in the sludge tank; Level HFO Sett. Tank low/high level in the HFO settling tank; To HFO Settl. Tank high/low fuel temperature in the HFO settling tank.

Protection System
No protection system is foreseen for the prototype and neither is modelled by the simulator.

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System Faults Introduced by the Instructor


Not provided for in the simulator for the given system.

System Operation
DO Service Tank Replenishment 1. Start the DO TRANSFER PUMP to transfer diesel oil from the DO bunker to the DO service tank (the START/STOP button). 2. Check pump operation using the pressure gauges on the suction side (SUCTION) and the discharge side (DISCHARGE). 3. Check the fuel level in the DO service tank. 4. Stop the pump in time to prevent overflow. HFO Settling Tank Replenishment 1. Turn ON the heating of the HFO bunker in due time to provide for its normal transfer. 2. Turn ON the heating of the fuel pipelines by the TRACING button. 3. Set the HFO TRANSFER PUMP suction switch to the required position i.e. From Bunker or From Spill Tank. 4. Start the HFO TRANSFER PUMP (the START/STOP button). 5. Check pump operation using the pressure gauges on the suction side (SUCTION) and the discharge side (DISCHARGE). 6. Check the level in the HFO settling tank. 7. Stop the pump in time to prevent overflow. 8. Turn ON the fuel pipeline heating using the TRACING button. HFO Service Tank Replenishment 1. Turn ON the heating of the HFO settling tank in due time to provide for its normal transfer. 2. Drain sludge. 3. Set the separator suction switch (SUCTION) to the FROM SETTLE position. 4. Set the separator discharge switch (DISCHARGE) to the TO SERVICE position. 5. Turn ON the heating of the fuel to be treated. 6. Start the separator(s) please see the page OFS. 7. Check the fuel level in the HFO service tank and stop the separator in time to prevent overflow. 8. Turn OFF the heating of the separated fuel.

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ENGINE ROOM SIMULATOR ERS 5000. Vessel Model Ro-Ro (VERSION 7.2.1100). Trainee Manual. ERS5-M-053A

Simulator Module Systems

Oil and Fuel Separators (OFS Page)


Purpose
Before being used in the diesel engine, fuel and lubricating oil should be treated to remove water and solid particles from it. This is necessary for ensuring adequate fuel burning, decreasing fuel equipment wear and damage to the engine parts. To accomplish this, along with filtering and settling, the centrifugal separation process is used. The centrifugal separator is used for separating two fluids (e.g. oil and water) or for separating a liquid from solid particles (e.g. oil from metal inclusions, coke, etc.). Alfa-Laval separators have been chosen as prototype for simulation in general. The most essential and interesting functionality has been accentuated specially (for purposes of education and for training) and some generic separator has been modeled as a result. The separator can operate in two modes: Purification mode purification mode with the permanent removal of water from the separator bowl and with the regular removal (shooting off) of separated sludge. It is used for purifying fuel containing a large amount of water (> 1%); Clarification mode clarification/refining mode with the regular removal (shooting off) of separated solid particles (sludge) and small amount of water from the separator bowl.

The separator can operate in manual and automatic modes. Some automatic operations are applied in the manual mode. In the simulator, the separator operation can only be started manually. Automatic separator operation mode ensures proper purification of a product, provided automatics parameters are correctly chosen and separators are turned on n the optimum manner.

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System Components
The system block diagram is shown in Fig. 7:

Fig. 7

The block diagram of the system implemented in the simulator is presented on the mnemonic diagram shown in Fig. 8:

Fig. 8
46 ENGINE ROOM SIMULATOR ERS 5000. Vessel Model Ro-Ro (VERSION 7.2.1100). Trainee Manual. ERS5-M-053A

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The system includes the following components which are modelled in the simulator: Three separators. Separators 1 and 2 are used for the fuel oil purification (separation) or clarification for choice. Separator 3 is used for the clarification/refinement of lubricating oil. It is possible to combine operation of separators 1 and 2 by turning them on, one by one or in twos, in parallel or serially in different service modes (purification or clarification) depending on the condition (quality) of the fuel to be purified. The separator has a separator bowl which separates the fuel or lubricating oil from admixtures by centrifuging. The separator bowl is rotated by an electric motor -1 via a belt transmission (the rate of revolutions is up to 10000 min ). Fed to the separator is operating water, closing water, opening water and the product to be purified. Released from the separator is the purified product, water and sludge with some amount of water separated from the product; Pipelines for feeding the product to and removing the product from the separator. Pipelines are fitted out with necessary valves and pumps. Feed pumps ensure the product circulation in the system; Pipelines of unlocking, locking and operating water. The pipelines are fitted out with necessary valves; Steam heaters for the product to be separated and operating water. These are intended for ensuring the necessary viscosity of the product to be separated and aintaining the required water temperature in the system; Control unit with the automatics equipment fitted out with the monitoring and control panel.

Control Panel
The top part of the control panel incorporates controls for the system as a whole: CONTROL AIR pressure gauge to show the compressed control air pressure;

OPERATING WATER pressure gauge to show the operating water pressure;

WATER ON button to open the valve for feeding operating water in the system; OPEN WATER button to open the valve for feeding opening water in the system; CLOSING WATER button to open the valve for feeding closing water in the system;

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Operating mode switch for separators 1 and 2. It has two positions: PARALLEL and IN SERIES. It controls a closing (three-way) valve and allows the separators to work in series or in parallel;

TO SEP. 2 button to open the valve for feeding the product to be purified direct to separator 2 in parallel mode.

To select separator 1 or 2 or 3, use the tabs:

Arranged below is the selected separator monitoring and control units:

POWER on/off indicator; Separator START button; Separator STOP button; Separator EMERGENCY STOP button; DISCHARGE button for turning on the separator drain mode (in AUTO mode); BRAKE button for stopping the separator; Separator PURIFICATION and CLARIFICATION oper. mode buttons (for separators 1 and 2); Separator AUTO-MANUAL mode switch; Separator bowl R.P.M. indicator; WATER CONTENTS, % INLET display showing the water per cent content in the product at the separator inlet, and at the outlet WATER CONTENTS, % OUTLET display; IMPURITY, ppm INLET display showing the content of solid particles in product at the separator inlet, and at the outlet IMPURITY, ppm OUTLET.

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ENGINE ROOM SIMULATOR ERS 5000. Vessel Model Ro-Ro (VERSION 7.2.1100). Trainee Manual. ERS5-M-053A

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The come: Group of controls of back pressure at the side of the purified product outlet from the separator:

BACK PRESSURE gauge; SET POINT, bar back pressure controller.

Control group for product supply to the separator:

FEED PUMP pressure gauge showing product pressure after the feed pump; ON button for start of Feed pump; FUEL INLET pushbutton for opening product supply to the cleaning system; FLOW controller for adjustment product supply to the separator.

Separator water control and sludge drain control group:

OPER. WATER button to open operating water feed valve to the separator (in the event of separator start and wash in MANUAL mode, refilling of separator bowl, with the supply of water for the lubricating oil clarification); SEPARATOR/OPEN button to open separator opening water supply valve (in MANUAL mode) and separator status OPEN indicator; SEPARATOR/CLOSE button to open separator closing water supply valve (in MANUAL mode) and separator status CLOSE indicator; TIME, min setter used in draining sludge from the separator by time in automatic mode.

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TEMPERATURE CONTROL group for the control of the product heating:

HEATING button to open the valve feeding steam to the product and water heaters; SET POINT, C product temperature controller; Temperature gauge showing the temperature of the product at the heater outlet/separator inlet.
o

Heating of water is turned on simultaneously with the heating of the product. In addition to the indicators arranged on the control panel, there are also some indicators on the system mnemonic diagram. The mnemonic diagram has indicators of: Separator drive operation; Status of valves and solenoids; Output of purified product, water, sludge; Level in operating water tank; Feeding of steam to the heaters.

Alarms
High Water Level separator overfilled with water (for Separators 1, 2 and 3); Low Inlet T low product temperature at the separator inlet (for Separators 1, 2 and 3); High Vibration high vibration level of the separator bowl (for Separators 1, 2 and 3); Low Back Pressure low pressure at the separator outlet (for Separators 1, 2 and 3); Waterlock Break break of the waterlock in the separator bowl (for Separators 1 and 2); Dry Fuel low water content in the fuel at the separator inlet (for Separators 1 and 2).
o

Safety System
Closing of product output line in case of high water contents, waterlock break and low back pressure (in AUTO mode only).

System Faults Entered by the Instructor


Separator drive breakdown (for Separators 1, 2 and 3); Separator bowl fouling high vibration (for Separators 1, 2 and 3); Waterlock break (for Separators 1 and 2); Pressostat fault (for Separators 1, 2 and 3);

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Closing Water solenoid valve fault (for Separators 1, 2 and 3); Opening Water solenoid valve fault (for Separators 1, 2 and 3); High water contents high water level in product (5% in Service HFO and DO tanks); Medium water contents medium water level in product (3%); High impurity contents high level of mechanical admixtures in product (10000 ppm).

System Operation
Separators 1 and 2 in the simulator are intended for the fuel purification or clarification, if necessary. Separator 3 in the simulator is intended for the clarification of the lubricating oil. Separators 1 and 2 can operate: In parallel in this case both separators operate separately; In series in this case, e.g. separator 1 operates in the purification mode, whereas separator 2 operates in clarification mode (for example).

Serial or parallel operation of separators is enabled by the pipeline valve which opens the supply of non-purified fuel oil in separator 2 (TO SEP. 2 button) and three-way valve at the outlet from separator 1 (PARALLEL IN SERIES switch). Before starting the separator(s), it is necessary to supply operating water in the system (WATER ON) and open supply of opening and closing water in the separators (OPEN WATER and CLOSING WATER buttons). Starting the Separator 1. In the simulator, the separator is started in the manual control mode: AUTO-MANUAL switch is in MANUAL position. 2. Select the separator operating mode: Purification or Clarification buttons. 3. Check the separator Brake BRAKE button must be off. 4. Open WATER ON valve. 5. Lock the bowl. Feed the closing water CLOSE button. Check the status of the OPEN button (must be off). 6. Start the separator drive electric motor (START button). Check that the separator bowl develops its rated revolutions (about 10000 rpm). As this is done, the bowl is opened, and the remains of water, product and sludge are removed from it. 7. Open FUEL INLET valve. 8. Turn on the pump for supplying the product to the separator (FEED PUMP button is on). As this is done, FLOW valve feeding fuel to the separator is closed. 9. Turn on the heating (HEATING button) and set the required product o temperature (SET POINT, C controller). 10. Supply the operating water for water lock OPER. WATER button and the bowl is filled with water until the water appears in the indicator (peep-hole) in the water drain line.

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11.

The separator bowl is filled with fuel - FLOW valve opens slowly to supply the product to the separator (check the required fuel temperature before). The product pressure at the separator outlet (BACK PRESSURE) is controlled with the aid of SET POINT, bar controller. If the waterlock is broken because of the high back pressure, it is necessary to reduce the back pressure by 0,5-1 bars and/or to decrease the fuel feed. Safety solenoid valve is opened if back pressure more than 1 bar and closed if back pressure less then 0,8 bar or in emergency, if sludge or water will appeared in separator outlet (product discharge line). Back pressure regulator especially significant in manual mode. In automatic mode, WATER DRAIN valve is closed, if water level in bowl is reduced. Use AUTO-MANUAL switch to switch the separator to AUTO mode. Set the time of removing the sludge from the separator bowl the time is set by using TIME, min controller (in AUTO mode). Check the separation quality water content in the product before/after the separator or the content of solid particles. Its simulated by WATER CONTENTS, % INLET/OUTLET and IMPURITY, ppm INLET/OUTLET displays. Check the separator operating parameters by using the indicators on the control panels.

12. 13.

14.

Separator Washing 1. The separator operates in AUTO mode. 2. Empty the bowl (DISCHARGE button). 3. Switch the separator to MANUAL mode. 4. Supply closing water CLOSE button. 5. Supply operating water OPER. WATER button. The bowl is filled with water and is washed. 6. Empty the bowl. Operations can be repeated several times depending on how dirty the separator is. Stopping the Separator 1. The separator operates in AUTO mode. 2. Empty the bowl (DISCHARGE button). 3. Switch the separator to MANUAL mode. 4. Cut the water supply to the separator. 5. Stop the separator drive electric motor (STOP button). 6. Brake the separator (BRAKE button). 7. In emergencies, use EMERGENCY STOP button. Specific Features of Separator Operation in Clarification Mode In the case of product clarification, the sludge and remains of water are removed at regular intervals rather than constantly. The sludge is removed either when some amount of it is accumulated in the bowl (by level) or over a certain time interval (by timer). In the separation of lubricating oil, hot operating water used for clarifying the lub. Oil it is deoxidation in MANUAL control mode.

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System of Circulation Lubrication and Piston Cooling (LO Page)


Purpose
The system is designed for lubrication of friction couples and cooling of diesel pistons. Lube oil of certain temperature is supplied under certain pressure to circulation lubrication points, from where it drains to the crankcase oil pan and further on to the circulation oil tank under the diesel. Part of lube oil is directed to cooling the pistons, from where it drains to the crankcase oil pan too. The separate sub-system is designed for lubrication of cylinder head valve drives (valve rockers). Thus, the system page includes two sub-systems: Circulation lubrication of ME bearings and piston cooling (Main Circulation System). The devices and mechanisms of the main system are in the right-hand part of the mnemonic diagram, while the controls/indicators thereof are located in the upper part of the control panel; Valve Rockers Lubricating Oil System. Components of the system are presented in the left-hand part of the mnemonic diagram, while the controls/indicators thereof are in the lower part of the control panel.

System Components
See Fig. 9 for the system scheme realized in the simulator i.e. the system mnemonic diagram.

Fig. 9

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The system includes the following components modeled by the simulator: Main Circulation System The pipe system with valves; The tank of circulating oil is a collecting reservoir located under the diesel, where lube oil drains by gravity from the lubrication points. The receiver pipe connects the tank to the circulation pumps; The settling tank or the used-lube oil tank. Lube oil is pumped from the circulating oil tank to the settling tank by the separator pump. Lube oil in the settling tank can also be treated by the separator (see OFS page); The oil pump for engine pre-lubrication before start. This is electrically driven gear type pump; The circulating oil pumps 1 and 2 (one stand-by) create required pressure in the lubrication system. These are electrically driven gear type pumps. The constant pressure at the charging side is maintained by a bypass valve; Lube oil cooler 1 and 2. These are heat exchangers of the plate type, pumped through with sea water. They maintain lube oil temperature at a specified level, which is necessary for keeping lube oil under a certain pressure. Temperature rise results in reduction of lube oil viscosity, which, in turn, effects pressure reduction in the circulation lubrication points impairing tribological situation; Lube oil preheater for engine heating before start. This is heat exchangers of the plate type, pumped through with fresh water from cooling sub-system of dieselgenerators; The pump for dirty lube oil transfer; Temperature controller and the three-way valve (controlled automatically by the temperature controller or manually), which maintains lube oil temperature constant before ME by partial or full bypassing the oil cooler. The temperature controller setting can be changed within the range of 35-50 . There are similar thermostatic valves installed at the diesel-generator; A duplex lube oil filter for removal of particles greater than 50 m from lube oil is installed directly before diesel.

Valve Rockers Lubricating Oil system In this sub-system, lube oil of certain temperature (4045 C) is supplied under certain pressure (0.71.5 bars) to lubrication points of valves rockers, located in the cylinder heads. Lube oil is collected in the hollows of cylinder block, and then lube oil is directed to the storage tank: The pipe system with valves; The tank of circulating oil is a collecting reservoir located under the top plain of engine cylinder block; The circulating oil pumps 1 and 2 (one stand-by) create required pressure in the lubrication system. These are electrically driven gear type pumps. The constant pressure at the charging side is maintained by a bypass valve of pump; A duplex lube oil filter for removal of particles greater than 50 m from lube oil is installed directly before diesel; A magnetic filter at the engine oil outlet for removal of metal particles from lube oil;
o

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A make-up valve for lube oil tank replenishment; A fine filter removes water and mechanical particles of 1m and bigger from lube oil. Lube oil is drawn by the filter pump from the circulating oil tank, to where it subsequently returns again after treatment.

Control Panel
The top part of the control panel features the lubrication system pressure adjustment module.

This function is performed by circulation oil pumps 1 and 2 (operating in the Stand-By mode). Oil is supplied to the pumps from the tank via a receiver pipe. The switch of pump control mode allows for selection of MANUAL or AUTO mode. In AUTO mode, the system turns on pump 1 automatically, if the pressure in the system drops too low. If the system pressure doesnt rise, it will turn on pump 2. Use PUMP 1 and PUMP 2 button to turn ON/OFF the circulation oil pumps. The PUMP 1 and PUMP 2 buttons are active only in case the pump control mode switch is in the MANUAL position. The oil pressure at the suction/discharge side of the pumps is monitored by the analog/digital SUCTION/DISCHARGE pressure indicators. Maximum pump discharge pressure is determined by the PRESSURE LIMIT diverter valve using the controller (setpoint in bar). The rate of diverter valve opening is shown in % (0 to 100) on the diverter valve digital indicator located in the mnemonic diagram under the pumps. Note that the valve 100%-opening corresponds to the lowest controller setting.

The control panel houses the FILTER switch for toggling between filters 1 and 2 of the circulation oil system, as well as analog/digital indicators: oil pressure before diesel (ENGINE INLET), and filter pressure drop (FILTER DROP) (above the filter switch).

Use PUMP 3 button to turn ON/OFF the oil pump for engine pre-lubrication before start.

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Use MAKE UP button to open valve for lube oil tank replenishment from the oil stock tank. The temperature controller and the three-way valve are used to maintain oil temperature at the ME inlet at a constant level by way of full or partial bypassing the oil cooler. The controller sensor is installed at the oil cooler exit. The oil temperature adjustment valve is controlled with the aid of the Temperature control module.

It includes: The MANUAL-AUTO valve control mode switch; The SET POINT rotating knob for setting the value oil temperature In AUTO mode of controller operation. The temperature controller setting can be changed within the range of 35 to 50C; The COOLER FLOW controller, operating in MANUAL mode. The controller setpoint is shown in the mnemonic diagram digital indicator to the right of the coolers (see Figure). The 0 position corresponds to full bypassing the cooler, the 100 position corresponding to full flow of oil through the cooler.

Oil temperature before the cooler and before ME is shown by the COOLER INLET and ENGINE INLET temperature indicators, respectively, calibrated 0 to 80. The buttons: COOLER 1 the cutoff valve of oil cooler 1; COOLER 2 the cutoff valve of oil cooler 2; HEATER the cutoff valve of oil heater (for pre-heating before engine start).

The bottom part of the control panel features the Lubricating valve rockers module:

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This function is performed by circulation oil pumps 1 and 2 (operating in the Stand-By mode). Oil is supplied to the pumps from the tank via a receiver pipe. The switch of pump control mode allows for selection of MANUAL or AUTO mode. In AUTO mode, the system turns on pump 1 automatically, if the pressure in the system drops too low. If the system pressure doesnt rise, it will turn on pump 2. Use PUMP 1 and PUMP 2 button to turn ON/OFF the circulation oil pumps. The PUMP 1 and PUMP 2 buttons are active only in case the pump control mode switch is in the MANUAL position. The oil pressure at the discharge side of the pumps is monitored by the analog/digital ENGINE INLET pressure indicator. The control panel houses the FILTER switch for toggling between filters 1 and 2 of the circulation oil system, as well as analog/digital indicator: filter pressure drop (FILTER DROP). Use MAKE UP button to open valve for lube oil tank replenishment from the oil stock tank. Use FINE FILTER button to turn ON/OFF the pump for fine filtering of lube oil. The left-hand part of the screen page contains a mnemonic diagram, which shows the current status of devices, oil level in the tanks and system parameter values. In particular, the ME picture includes digital indicators of crankshaft bearing lub. Oil temperature (one per bearing).

Alarm Signals
Pump Autostart automatic start of the stand-by circulation pump following a system low pressure signal; Dirty Filter fouled filter, increased filter pressure drop; LO Tank Level low/high level in the circulation oil tank; ME Inlet Low Press. low pressure of circulation oil before ME; ME Inlet T high/low temperature of circulation oil before ME; TC Low Press. low pressure of lube oil before Turbocharger; TC High T high temperature of lube oil after Turbocharger; Oil Mist actuation of oil mist sensor in the ME crankcase; Rockers Pump Autostart automatic start of the stand-by pump following a system low pressure signal (valve rockers lubrication); Rockers Dirty Filter fouled filter, increased filter pressure drop (valve rockers lubrication); Rockers LO Tank Level low/high level in the oil tank (valve rockers lubrication); Rockers Inlet Low Press. low pressure of oil before ME (valve rockers lubrication).
0 0

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ME Protection System
Actuation of the Shut Down system (ME stopping) by low oil pressure (3.0 bar) before diesel; Actuation of the Slow Down system (ME slowing down) by oil mist in the diesel crankcase.

System Faults Introduced by the Instructor


Pump 1 Breakdown emergency stop of pump 1; Pump 2 Breakdown emergency stop of pump 2; Pump 1 Wear reducing of oil pressure after pump in case of wear-out of pump; Pump 2 Wear reducing of oil pressure after pump in case of wear-out of pump; Prelub. Pump Breakdown emergency stop of pre-lube pump; Cooler 1 Fouling fouling of cooler 1; Cooler 2 Fouling fouling of cooler 2; Oil Leakage oil leakage in the system; Filter 1 Fouling fouling of filter 1; Filter 2 Fouling fouling of filter 2; Temperature Controller Breakdown temperature controller failure; Rockers Pump 1 Breakdown emergency stop of pump 1; Rockers Pump 2 Breakdown emergency stop of pump 2; Rockers Oil Leakage oil leakage in the system; Rockers Filter 1 Fouling fouling of filter 1; Rockers Filter 2 Fouling fouling of filter 2.

System Operation
System Preparation and Putting in Operation 1. Check the level of lube oil in the both oil tanks. If replenishment is required, use the MAKE UP valves. 2. Open the valve of an oil heater (HEATER button). 3. Start Pump 3 for engine prelubricating and preheating (PUMP 3 button). Make sure there is pressure in the system. Stop Pump 3 after engine prelubricating and preheating. 4. Set the PRESSURE LIMIT valve of pressure adjustment to the position that ensures the minimum pressure in the system. 5. Switch the thermostatic valve control mode to AUTO. 6. Specify SET POINT for the temperature controller. 7. Open the valve of a cooler: COOLER 1 or COOLER 2. 8. Select the MANUAL mode for the main circulation oil pumps and start of them (the PUMP 1 or PUMP 2 button). Make sure there is pressure in the system. 9. Adjust pressure before diesel using the PRESSURE LIMIT valve.

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10. 11. 12. 13.

Set the circulation oil pump control to the AUTO mode. Select the MANUAL mode for the valve rockers oil pumps and start of them (the PUMP 1 or PUMP 2 button). Make sure there is pressure in the system. Set the valve rockers oil pump control to the AUTO mode. Make sure there is no alarm signals in the LO system.

Control Over System Operation 1. Check the pressure of oil before diesel (engine inlet). 2. Check the level of oil in the both collecting tanks. If replenishment is required, use the MAKE UP valves. 3. Check pressure drop through the filters (of both systems); change over to the stand-by section of the fuel, if necessary. 4. Check the temperature oil before diesel (engine inlet). 5. Check flow and temperature of oil at its exit after piston cooling, for each cylinder. 6. Check for correctness of temperature controller operation maintaining the proper temperature value. 7. Check for alarm signals in the LO system.

Setting the System to the In-Port Mode


1. Maintain the system running mode for 60 to 80 min. after stopping ME. 2. Switch over to the MANUAL mode of oil pump control (both sub-systems). 3. Set the PRESSURE LIMIT valve of pressure adjustment for minimum pressure. 4. Stop the running oil pumps.

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Compressed Air System ( Page)


Purpose
The system is designed for production, storage and supply of compressed air, including air for the diesel start/control.

System Components
See Fig. 10 for the system scheme realized in the simulator i.e. the system mnemonic diagram.

Fig. 10

The system includes the following components modelled by the simulator: The system of pipelines and reservoirs as a gas-dynamic object; Electrically driven two-stage air compressor 1 with water cooling and an air cooler pumping air under a pressure of 30 bar to two main bottles; Electrically driven two-stage air compressor 2 with water cooling and an air cooler pumping air under a pressure of 30 bar to two main bottles; Electrically driven emergency compressor for pumping air to the auxiliary compressed air bottle, designed basically for starting the DGs duration reanimation of a ship taken out of service; Main compressed air bottles 1 and 2. The bottled air is used for starting diesels, the main and auxiliary ones (without pressure reduction), also for the control system (via the reducing station that decreases pressure down to about 7 bar), and for service needs through a reducing valve;

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The automation system that starts compressor 1, when the pressure in the main bottles drops to 22 bar, and stops the compressor at 30 bar (such system is not provided for compressor 2 from the procedure point of view); After the compressors, there is a oil/water separator blown down to the bilge well automatically, when the compressor is started, or manually during its operation. Besides, there are valves for blowing down the main bottles to remove the accumulated moisture here.

Control Panel
The control panel houses the following means of compressor control:

The MANUAL-AUTO control mode switch for compressor 1; The MANUAL-AUTO control mode switch for compressor 2; The STOP/START (COMPRESSOR 1) button; The STOP/START (COMPRESSOR 2) button; The STOP/START (EMERGENCY COMPRESSOR) button.

The STOP/START button are active, only if the compressor control mode switch is in the MANUAL position. In AUTO mode, the system starts compressor 1 automatically, when the pressure in the main bottles drops to 22 bar, and stops the compressor at 30 bar (such system of automatic start/stop of compressors by bottle 2 pressure is not provided in the simulator, from the procedure point of view). In AUTO mode, the compressor START/STOP buttons are not active. The both main bottles are provided with three cutoff valves each, which are remotely controlled using the buttons located in the control modules RECEIVER 1 (for main bottle 1) and RECEIVER 2 (for main bottle 2):

START AIR a cutoff valve for providing air to start the main/auxiliary diesels without air reduction; CNTRL AIR a cutoff valve for providing air to the control system via a reducing station, where air pressure drops down to about 7 bar; FROM COMPR. a valve for connecting the main bottle to the compressors.

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After the compressors, there is a oil/water separator blown down manually to the bilge well using the SEPARATOR button, and valves for blowing down main bottles 1 and 2 to remove accumulated moisture, which are controlled by the RECEIV.1 and RECEIV.2 buttons, respectively. (the BLOW DOWN control module).

The upper part of the control panel houses pressure gauges, which show the air pressure in two main bottles i.e. AIR RECEIVER 1 and AIR RECEIVER 2, in the emergency bottle EMERGENCY RECEIVER, and after the reducing station CONTROL AIR.

The left-hand part of the screen page contains a mnemonic diagram, mirroring the current status of system devices.

Alarm Signals
High Press. Air Rcvr 1 high pressure in main bottle 1; High Press. Air Rcvr 2 high pressure in main bottle 2; Compress. Safet. Valve actuation of the compressor relief valve; Air Rcvr 1 Safet. Valve actuation of the relief valve of main bottle 1; Air Rcvr 2 Safet. Valve actuation of the relief valve of main bottle 2.

Protection System
The system is implemented by providing relief valves.

System Faults Introduced by the Instructor


Compressor N1 Breakdown of the Motor failure of the compressor 1 motor; Compressor N2 Breakdown of the Motor failure of the compressor 2 motor; Emergency Compressor Breakdown of the Motor failure of the emergency compressor motor; Compressor N1 Wear of the Rings and Valves tear & wear of the compressor 1 rings and valves; Compressor N2 Wear of the Rings and Valves tear & wear of the compressor 2 rings and valves; Significant Air Leakage from the Start system relates to the ME start system.

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System Operation
System Preparation and Putting in Operation 1. Blow down the RECEIVER 1, RECEIVER 2 bottles (the BLOW DOWN module). 2. Open the bottle 1 valves (the RECEIVER 1 module) FROM COMPRESSOR. 3. Open the bottle 2 valves (the RECEIVER 2 module) FROM COMPRESSOR. 4. Make sure the cooling of components is ON in the SW system. 5. Start the compressor (the STOP/START buttons for COMPRESSOR 1 and COMPRESSOR 2 in MANUAL mode), fill up both bottles up to 30 bar. 6. Set compressor control to the AUTO mode. 7. Open the bottle 1 valves (the RECEIVER 1 module) START AIR, CNTRL. AIR. 8. Check that there is no alarm signal in the system. Control Over System Operation 1. Check and maintain proper pressure in bottle 1. 2. In emergency, if short of compressed air supply, open the valves of bottle 2 (the RECEIVER 2 module) START AIR, CNTRL. AIR. 3. Regularly blow down the RECEIV. 1, RECEIV. 2 bottles (the BLOW DOWN module). 4. When starting the compressor, check operation of the SEPARATOR valve designed for automatic blow-down of the water separator (the BLOW DOWN module). 5. Control over the reducing station on the CONTROL AIR pressure gauge. 6. Check that there is no alarm signal in the system.

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Exhaust Gas and Turbocharging System (EXH Page)


Purpose
The system is designed to release exhaust gases from the ME cylinders, to replace air charge in the cylinders and to increase pressure in the diesel cylinders at the compression stroke beginning.

System Components
See Fig. 11 for the system scheme realized in the simulator i.e. the system mnemonic diagram.

Fig. 11

The system includes the following components modelled by the simulator: ME gas/air paths as gas-dynamic objects; ME as a thermodynamic object; Turbocharger (gas turboblower, GTB) as a thermodynamic object.

The exhaust gases go from the cylinders to the exhaust manifold, from where they are directed to the turbocharger turbine and then to the exhaust-gas boiler, the silencer and out. Air is drawn from the engine room by the compressor via a filter, and then it is directed via the air cooler and condensate hotwell to the blow-down receiver, and subsequently to the diesel cylinders.

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Control Panel
The upper left-hand corner of the control panel houses the SCAVENGE AIR module allowing the scavenge air to be monitored, which includes the scavenge air pressure gauge and the scavenge air temperature indicator.

The TURBINE module contains indicators of the exhaust gas temperature before the turbine (INLET) and after the turbine (OUTLET).

The TURBOCHARGER analog/digital indicator of turbocharger RPM is located under the described modules.

The SMOKE INDICATOR analog indicator is designed to control over the supercharge system. The indicator is scaled 0 to 100, 0 corresponding to normal operation and sufficient air supply. An increase of the SMOKE INDICATOR value attests to poor fuel combustion, which can be related to supercharge system problems or fuel injection problems.

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The lower part of the control panel contains the EXHAUST TEMPERATURE curve, showing distribution of exhaust gas temperature in the diesel cylinders, its mean value, and temperature deviations from the mean value for each cylinder.

Alarm Signals
High T Turbine high temperature of exhaust gases before/after GTB; High T Cyl. Ex. Gas high temperature of exhaust gases after cylinders; High T Scav. Air high temperature of scavenge air.

ME Protection System
Actuation of the Slow Down system (ME slowing down), when the exhaust gas temperature rises above 570 for any cylinder.

System Faults Introduced by the Instructor


Turbocharger Breakdown emergency failure of GTB; Turbine Blades Fouling fouling of the GTB turbine through part; Compressor Blades Fouling fouling of the GTB compressor through part.

System Operation
Control Over System Operation 1. Check exhaust gas temperature for each cylinder. During diesel start, alarm can be actuated due to a short-time rise of exhaust gas temperature beyond the upper limit, while the turbocharger is speeding up. 2. Check exhaust gas temperature before and after the turbine. 3. Control over turbocharger operation observing the charging pressure, RPM and air consumption. 4. Check that there is no alarm signal in the system.

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Reduction Gear, CPP Pitch Setter and Stern Tube ( Page)


Purpose
The main drive system is designed to transfer rotational motion from ME to CPP (with RPM reduction), control of CPP blades, shafting lubrication and sealing. The reduction gear is designed for: Reduction of revolution speed of the output shaft connected to the propeller shaft in relation to the input shaft connected to the ME through the clutch; Transmission of the torque to the propeller shaft; Disengagement of the driving shaft from the propeller shaft using a hydraulic multiplate disconnecting clutch; Transmission of axial load from the propeller to the ship hull and back via the in-built thrust bearing.

The CPP pitch setter is designed for changing the CPP blade turn angle. This provides for vessel speed change and motion reverse. The stern tube is located at the place, where the propeller shaft protrudes from the ship hull. It is designed for sealing this component and the propeller shaft support. In order to obtain satisfactory cooling of the stern tube, it is located not higher that 1 meter from the surface for an empty-weight ship.

System Components
See Fig. 12. for the system scheme realized in the simulator i.e. the system mnemonic diagram.

Fig. 12

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The system includes the following components modelled by the simulator: The propeller pitch setter. Propeller blade motion is provided by hydraulics. The pressure required in the system (up to 70 bar) is imparted by two electrically driven pumps. The working volume of hydraulic oil is kept in the hydraulic drive oil tank. Hydraulic oil temperature is maintained automatically with the aid of a three-way thermostatic bypass valve, while its cooling is effected in the cooler, through which seawater is circulated (see page SW). The hydraulic oil flows through a duplex filter, which ensures its purification; A reduction gear with an in-built clutch. The in-built clutch allows the propeller shaft to be disengaged from the diesel, thanks to which it can be started without load. The clutch engagement is produced by oil pressure created by an attached pump driven by the reduction-gear input shaft. Before starting the engine, the reduction gear is circulated through with oil. Oil temperature is maintained automatically by a three-way thermostatic bypass valve, the oil being cooled in a cooler, through which seawater is pumped (see page SW). The reduction-gear oil goes through a duplex filter, which ensures its purification. A stock of reduction gear oil is in the reduction gear oil pan; The stern tube is equipped with inner-side/outer-side bearing bushings serving as propeller shaft stools. To have the bearings lubricated, the stern tube is filled with oil. The external and internal glands provide tightness of the stern tube and prevent oil leakage.

Pitch Setter Hydraulic cylinder, placed in the propeller hub (a design whereby the hydraulic cylinder is placed in the propeller shaft can also be used, and in this case the hydraulic cylinder piston translational motion will be passed to the slider in the propeller hub with the aid of a rod inside the hollow propeller shaft); Hydraulic cylinder oil feed and offtake line located in the hollow propeller shaft and consisting of two coaxial tubes; the internal tube is fastened to the hydraulic cylinder piston, being movable; motion of this tube provides indication of the current propeller blade position and control system feedback; Oil distribution ring connecting the oil feed and offtake line in the propeller shaft to the hydraulics pipelines. The oil distribution ring is located in the free bow end of the reduction gear output shaft; a design whereby the oil distribution ring is placed coaxially on the propeller shaft is possible too.

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See Fig. 13 for a system schematic diagram.

Fig. 13

1. Control module. 2. Hydraulic cylinder in the propeller hub. 3. Valve mechanism. 4. Bypass control valve. 5. Three-way thermostatic valve. 6. Oil cooler. 7. Oil filter. 8. Non-return valve. 9. Electrically driven HP pump. 10. 11. 12. 13. 14. 15. 16. Bypass valve control device. Oil feed line consisting of two coaxial tubes. Oil distribution ring. Feedback device. Relief valve. Oil tank. Emergency pump connection nipple.

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Reduction Gear with an in-Built Clutch Flexible coupling for connection of the ME shaft to the reduction gear input shaft; Conventional gear for reduction of propeller shaft revolution speed; Shaft-generator power takeoff flange for ShG connection; A thrust bearing in-built in the reduction gear; Multiplate disconnecting clutch is designed for disengagement of the ME rotating shaft from the reduction gear, providing by that the possibility of ME start and operation without transmission of motion to the propeller shaft.

See Fig. 14 for a system schematic diagram.

Fig. 14

Clutch pneumatic control valve. 1. Clutch hydraulic cylinder. 2. Throttling valve. 3. Three-way thermostatic valve. 4. Oil cooler with a thermostatic bypass valve. 5. Bearing lubrication reduction valve. 6. Oil filter. 7. Non-return valve. 8. Electric pump for prestart oil circulation. 9. Oil pump driven by the reduction gear shaft. 10. 11. Relief valve. Reduction gear splash pan.

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There are two kinds of plate clutches commonly used today: Two packages of axially located plates (disks) set with a minimum gap inbetween and having no axial movement. The torque from the driving package to the driven one is transmitted by admission of high-pressure oil into the clutch. Oil circulation provides clutch cooling; Two packages of axially located plates (disks) (metal and ceramic-metal), the plates being frictionally engaged due to axial movement of the driving package by hydraulics.

This simulator models design 2. A limit is set on ME revolution speed for clutch engagement. Stern Tube The stern tube has inner-side/outer-side bearing bushings to support the propeller shaft. To have the bearings lubricated, the stern tube is filled with oil. Backoil provided by the oil tank prevents intrusion of outside water into the hull. Oil tank in case of small variation of the ship draft (up to 5 m), a single tank is used; it is placed 3 m above the highest waterline. A set-up with two oil tanks placed on different levels can also be used in case of large draft variation (10-15 m for tankers, etc.) for tankers, etc. The modelled installation uses oil circulation induced by the propeller shaft rotation. A system with the pressure forced oil circulation from a special pump can also be used. The external and internal ring seals provide stern tube sealing and prevent oil leakage. To reduce oil leakage from stem tube, a system with gravity header for forward seal is used, which is provided by an additional oil tank.

Control Panel
The Propeller Pitch Setter The Propeller Servo propeller pitch setter includes the PUMP 1 and PUMP 2 buttons for turning the pumps ON/OFF, analog/digital pressure indicators (pressure gauges), and the MANUAL/AUTO control mode switch for the PUMP 1 and PUMP 2 pumps.

The pump control mode switch for the PUMP 1 and PUMP 2 pumps has two positions: AUTO automatic pump control mode; MANUAL manual pump control mode.

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The PUMP 1 and PUMP 2 buttons are active only in case the pump control mode switch is in the MANUAL position. In AUTO mode, the automation system turns ON the pump, when pressure in the system is low. First, it starts pump 1, and if the system pressure doesnt rise, it will turn ON pump 2. In AUTO mode, the buttons for turning ON/OFF the pumps are not active. In the system mnemonic diagram, the oil level in the hydraulic drive oil tank is indicated on the tank image, so when the occasion requires, the oil volume can be made up. This is done with the aid of a remote control valve, which can be opened by the Make Up button.

Hydraulic oil temperature is monitored by the analog/digital temperature indicator in the upper right corner of the control module. Filter condition can be assessed by the pressure drop through it using the Filter drop pressure gauge. If the filter pressure drop increases, one should switch over to a clean section and then clean out the filter. The control panel has the FILTER switch for selection of filter sections 1 or 2, with position indications 1 and 2. A local propeller pitch control station is provided too. In order to use it, press the LOCAL CONTROL button and adjust the propeller pitch by the ASTERN-OFFAHEAD switch. The local control station has the highest priority if control is selected to be from the station, CPP control via ARC will be locked as well as the non-follow-up CPP control from ECR.

Position of CPP blades is monitored with the aid of the Propeller Pitch analog/digital indicator calibrated in percent of the maximum pitch.

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Clutch and Reduction Gear When the diesel runs, the attached pump creates working pressure, shown by the READY indicator in the CLUTCH module of the ME page.

The controls and monitoring means are located in the Reduction gear module. Pressure in the reduction gear lubrication system and pressure of the clutch control system are monitored by the LUB. PRESSURE and CLUTCH PRESSURE analog/digital pressure gauges. Before starting ME, the reduction gear bearings should be pumped through with oil, for which purpose an auxiliary electric pump in-built in the system is provided. The prestart pump is turned on by the PRIMUNG button on the module control panel. Oil temperature in the system is monitored using the OIL COOLER INLET and OIL COOLER OUTLET analog/digital temperature indicators, while temperature of the reduction gear thrust bearing is shown by the THRUST BEARING indicator. The reduction-gear oil goes through a duplex filter, which ensures its purification. The filter condition is assessed by the pressure drop through it using the FILTER DROP pressure gauge. If the filter pressure drop increases, one should switch over to a clean section and then clean out the filter. The control panel has the FILTER switch for selection of filter sections 1 or 2, with position indications 1 and 2.

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The level of oil in the reduction gear splash pan should be regularly checked. For replenishment use a remote control valve, which can be opened by the MAKE UP button on the control panel. Stern Tube During operation, regularly check the oil level in the header tanks and replenish the latter, if necessary, using the MAKE UP button. Condition of stern tube bearings should be checked on temperature of oil in the stern tube. The button and a temperature indicator are located on the Stern tube module control panel. The left part of the screen page houses a mnemonic diagram of the REDUCTIONGEAR/PITCH-SETTER/STERN-TUBE system, showing the current status of system devices.

Alarm Signals
Level CPP tank low level of hydraulic oil in the pitch-setter tank; Low CPP Pressure low level in the pitch-setter system; High T CPP Oil high temperature of pitch-setter hydraulic oil; CPP Filter Dirty fouling of pitch-setter hydraulic oil filter (high filter pressure drop); CPP Control Power failure fault in power supply for the pitch-setter control system; CPP Control Fault failure of the ARC system; Low Press. RG Lub. low LO pressure in the reduction gear; High T RG Oil high temperature of LO in the reduction gear; RG Filter Dirty fouling of the reduction gear LO filter (high filter pressure drop); Low Clutch Pressure low pressure of clutch control oil in the reduction gear; High T Thrust Bear. high temperature of the thrust bearing; Level Header Tank high/low level in the stern tube header tank; High T Stern Tube high temperature in the stern tube.

Protection System
In case of pressure loss in the hydraulics, the pitch-setter lock valve fixes the propeller blade positions, the propeller operating as a fixed pitch one; In a real pitch-setter setting, a nipple is provided to connect to the emergency pump, which would be used to set the propeller blades to the Ahead position; A real reduction gear provides for an emergency engagement of the clutch manually in case of hydraulics failure.

System Faults Introduced by the Instructor



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CPP Wear of Seals of Oil distribution ring tear & wear of oil distribution ring seals; CPP Oil Leakage oil leakage from the pitch-setter; CPP Pump 1 Breakdown breakdown of pump 1 of the pitch-setter; CPP Pump 2 Breakdown breakdown of pump 2 of the pitch-setter; CPP Filter 1 Fouling fouling of filter 1 of the pitch-setter; CPP Filter 2 Fouling fouling of filter 2 of the pitch-setter; CPP Cooler Fouling fouling of pitch-setter cooler;

ENGINE ROOM SIMULATOR ERS 5000. Vessel Model Ro-Ro (VERSION 7.2.1100). Trainee Manual. ERS5-M-053A

Simulator Module Systems

Propeller Jamming pitch-setter jamming; CPP Remote Control Fault a fault of CPP ARC; Remote Control Power Fault control system power failure; Gear Oil Leakage oil leakage from the reduction gear; Gear Drive Pump Breakdown breakdown of the attached oil pump; Gear Filter 1 Fouling fouling of filter 1 of the reduction gear; Gear Filter 2 Fouling fouling of filter 2 of the reduction gear; Gear Cooler Fouling foundation of the reduction gear cooler; Clutch Slipping clutch tear & wear or slipping; Bearings Fault bearing destruction; Clutch Pneumatics Fault clutch drive pneumatic failure; Thrust Bearing Wear thrust bearing tear & wear; Seal Wear gland tear & wear indicated by oil leakage from the tank.

System Operation
System Preparation and Putting in Operation CPP pitch setter: 1. Check oil level in the CPP hydraulic drive oil tank. Replenish the tank using the MAKE UP valve, if necessary. 2. Start the pump; make sure it creates the working pressure (about 40 bar for maintaining a specified pitch, and about 70 bar for changing it). 3. Set the pump control mode switch to AUTO the stand-by pump will start automatically in case of pressure drop in the system. 4. Check filter pressure drop, if the filter is fouled, switch over to the second one. 5. In the SW system, open the valve that supplies water to the CPP oil cooler; oil temperature is maintained automatically by the three-way thermostatic valve. Clutch, reduction gear: 1. Before starting the diesel, check oil level in the reduction gear splash pan; replenish it, if necessary. 2. Start the stand-by electric pump to circulate oil through the reduction gear bearings (the PRIMING button). 3. Check pressure on the LUB. PRESSURE gauge of the REDUCTION GEAR module on the CPP page. 4. Check filter pressure drop on the PRESSURE DROP pressure gauge, if the filter is fouled, switch over to the second one. 5. In the SW system, open the valve that supplies water to the reduction gear oil cooler; the oil temperature being maintained automatically by the three-way thermostatic valve. 6. After starting the diesel, turn the electric pump off and check oil pressure on the CLUTCH PRESSURE and LUB. PRESSURE gauges in the REDUCTION GEAR module on CPP page.

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7. To engage the clutch, press the ON button in the CLUTCH module on the ME page, when the READY indicator is highlighted. When the clutch engages, the ENGAGED indicator will be highlighted. The PROPELLER RPM indicator on the ME page shows the current propeller shaft revolution speed. 8. To avoid clutch overheating, do the engagement at a maximum diesel revolution of 380 RPM. 9. To avoid diesel overloading, do the clutch engagement at the zero propeller pitch. Stern tube check oil level in the header tanks, make use of the MAKE UP button, if needed. Control Over System Operation CPP pitch setter: 1. All system faults are reported by the alarm indicators on the CPP page. 2. Pressure, oil temperature, and oil filter pressure drop are monitored by the corresponding instruments (PRESSURE, OIL TEMP, and FILTER DROP respectively). The oil level in the tank should be also checked. 3. The current position of propeller blades can be checked on the PROPELLER PITCH instrument. Clutch, reduction gear: 1. All system faults are reported by the alarm indicators on the CPP page. 2. Pressure, oil temperature in the system, thrust bearing temperature, and oil filter pressure drop are maintained by the corresponding instruments. The oil level in the reduction gear splash pan should be also checked. 3. Clutch slipping can be identified by reduction of propeller shaft revolutions as compared with a constant diesel revolution speed. Stern tube: 1. Check oil level in the header tanks. 2. Condition of stern tube bearings should be checked on the temperature of oil in the stern tube. Setting the System to the In-Port Mode CPP pitch setter: 1. Set the pump control mode switch to MANUAL. 2. Stop the operating pump. 3. Turn off the valve that supplies water to the CPP oil cooler on the SOFTWARE page. Clutch, reduction gear: 1. To avoid a dramatic increase of diesel revolutions, the clutch should be disengaged at the zero propeller pitch. 2. To disengage the clutch, press the OFF button in the CLUTCH module on the ME page. When the clutch disengages, the DISENG. indicator will be highlighted. 3. After stopping the diesel, start the electric oil pump to circulate oil through the reduction gear bearings to cool them gradually down.

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Simulator Module Systems

3-D Virtual Reality Function (Visualisation)


Purpose
The function is intended for the visualisation of the Engine Room interior. Visual presentation of the of the Engine Room interior allows the trainee to familiarise him/herself with the arrangement of machinery and equipment in the Engine Room and intensifies the simulator realism.

Function Implementation
The simulator page with visualisation is shown in Fig. 15.

Fig. 15

Visualisation function is activated (turned on) as the required simulator configuration is created in the Configuration Editor. For the full-scale implementation of this function, the trainee computer should be fitted out with a graphic video card supporting the visualisation mode (See Simulator Specification Requirements). After the simulator start with the visualisation function activated, an additional view appears in the place of the mnemonic diagram of Mimic page. To move around the Engine Room, use buttons arranged on the dedicated motion control panel (the capability to use navigation keys on the keyboard is retained). This motion control panel can be dragged with the mouse in the visualisation field and set in any convenient place (Drag & Drop).

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CHAPTER 2
Ship Electrical Power Plant
This chapter contains the description of the simulator module for training the watch personnel in skill of proper operating the Ship Electrical Power Plant.

Copyright Transas Ltd., Nov 2009

This chapter contains: Introduction .............................................................................................................. 85 Simulated System .................................................................................................... 86 Ship Electrical Power System (SEPS) ............................................................... 86 Purpose .................................................................................................... 86 System Components ................................................................................ 86 EPP Control ............................................................................................. 86 Protection System .................................................................................... 88 System Faults Introduced by the Instructor ............................................. 90 Ship Electrical Network and Consumers ............................................................ 90 Purpose .................................................................................................... 90 System Components ................................................................................ 90 Automatic Circuit Breakers ...................................................................... 92 Automatic Circuit Breakers ................................................................................. 93 Diesel Generator and Shaft Generator Automatic Circuit Breakers (Generator Circuit Breakers) .................................................................... 93 Emergency Generator and Shore Supply Circuit Breakers ..................... 94 Insulation Monitoring .......................................................................................... 95 Purpose .................................................................................................... 95 Components ............................................................................................. 95 Switches ................................................................................................... 95 Monitored Parameters and Indicators ...................................................... 95 Diesel Generator ................................................................................................ 95 Purpose .................................................................................................... 95 Components ............................................................................................. 95 DG Control System .................................................................................. 95 DG Monitoring System ............................................................................. 96 DG Alarm System .................................................................................... 96 DG Protection System ............................................................................. 96 Shaft Generator .................................................................................................. 97 Purpose .................................................................................................... 97 Components ............................................................................................. 97 ShG Control System ................................................................................ 97 ShG Monitoring System ........................................................................... 97 ShG Generator Alarm System ................................................................. 97 ShG Generator Protection System .......................................................... 98 Emergency Diesel Generator ............................................................................. 98 Purpose .................................................................................................... 98 Components ............................................................................................. 98 Control System......................................................................................... 98 Monitoring System ................................................................................... 98 Alarm System ........................................................................................... 98 Protection System .................................................................................... 99 Shore Supply Switchboard ................................................................................. 99 Purpose .................................................................................................... 99 Shore Power Supply Components ........................................................... 99 Controls .................................................................................................... 99 Monitoring System ................................................................................... 99 Alarm System ........................................................................................... 99 Protection System .................................................................................. 100 System Faults Introduced by the Instructor ........................................... 100

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Main Switchboard (MSB) ................................................................................. 100 Purpose ................................................................................................. 100 MSB Components ................................................................................. 100 System Faults Introduced by the Instructor ........................................... 100 Emergency Switchboard (ESB) ....................................................................... 103 Purpose ................................................................................................. 103 MSB Components ................................................................................. 103 AB Charging Unit Controls .................................................................... 103 AB Charging Unit Monitoring System .................................................... 103 AB Charging Unit Alarm System ........................................................... 103 System Faults Introduced by the Instructor ........................................... 103 Auxiliary Diesel Engine .................................................................................... 105 Purpose ................................................................................................. 105 Components .......................................................................................... 105 Control System ...................................................................................... 105 Monitoring System ................................................................................. 106 Diesel Alarm System ............................................................................. 106 Diesel Engine Protection System .......................................................... 107 System Faults Introduced by the Instructor ........................................... 107 Shaft Generator Drive ...................................................................................... 107 Purpose ................................................................................................. 107 Components .......................................................................................... 107 Control System ...................................................................................... 107 Monitoring System ................................................................................. 108 Alarm System ........................................................................................ 108 Protection System ................................................................................. 108 System Faults Introduced by the Instructor ........................................... 108 Emergency Diesel Engine ............................................................................... 109 Purpose ................................................................................................. 109 Components .......................................................................................... 109 Control System ...................................................................................... 109 Monitoring System ................................................................................. 110 Alarm System ........................................................................................ 110 Protection System ................................................................................. 110 System Faults Introduced by the Instructor ........................................... 110 Simulator Control Panels ..................................................................................... 111 SEPS Control Panel ........................................................................................ 113 Diesel Generator Auxiliary Diesel Control Panel ............................................. 114 Auxiliary Diesel Engine System Control Panel ...................................... 115 Diesel Engine Protection System Panel .......................................................... 116 Diesel Engine Condition Indicating Meters ........................................... 116 Diesel Engine Alarm System Indicator Panel ........................................ 117 Shaft Generator Drive Control Panel ............................................................... 118 Control Panel ......................................................................................... 118 ShG Gearbox Safety System Panel ...................................................... 119 ShG Drive Status Indicating Meters ...................................................... 120 ShG Drive Alarm Panel ......................................................................... 120 Emergency Diesel Generator Engine Control Panel ....................................... 121 Control Panel ......................................................................................... 121 Diesel Engine Safety System Panel ...................................................... 122 Engine Parameter Indicating Meters ..................................................... 122 Diesel Alarm System Panel ................................................................... 123
82 ENGINE ROOM SIMULATOR ERS 5000. Vessel Model Ro-Ro. Trainee Manual. ERS5-M-053C.

MSB Generator Section ................................................................................... 123 Generator Circuit Breaker ...................................................................... 124 Controls .................................................................................................. 125 Instruments for Monitoring Generator Parameters ................................ 126 Status Indicators for the Diesel Engine and Power Supply for SEPS Buses ..................................................................................... 127 Panel of Generator Alarm/Protection Indicators .................................... 128 MSB Shaft Generator Section .......................................................................... 129 Generator Circuit Breaker ...................................................................... 130 Shaft Generator Controls ....................................................................... 131 Shaft Generator Indicating Meters ......................................................... 132 MSB Voltage Indicators ......................................................................... 133 Panel of Generator Alarm/Protection Indicators .................................... 133 Synchronization Section ................................................................................... 134 Controls .................................................................................................. 134 Indicating Meters .................................................................................... 135 Synchronoscope .................................................................................... 135 Insulation Monitoring Board ............................................................................. 135 Shore Supply Switchboard ............................................................................... 136 Circuit Breaker ....................................................................................... 136 Indicating Meters .................................................................................... 137 Indicators of Shore Supply Phase Sequence ........................................ 137 Alarm Indicator Panel ............................................................................. 138 380V Consumer Switchboard .......................................................................... 138 Controls .................................................................................................. 139 Indicating Meters .................................................................................... 139 220V Consumer Switchboard .......................................................................... 140 Controls .................................................................................................. 140 Indicating Meters .................................................................................... 140 Emergency Switchboard (ESB). Emergency Generator Section ..................... 141 Generator Circuit Breaker ...................................................................... 142 Emergency Generator Indicating Meters ............................................... 142 Panel of Generator Alarm/Protection Indicators .................................... 143 ESB. 380V Consumer Section ......................................................................... 144 Controls .................................................................................................. 144 Indicating Meters .................................................................................... 144 ESB. 220V Consumer Section ......................................................................... 145 Controls .................................................................................................. 146 Indicating Meters .................................................................................... 146 ESB. 24V Consumer Section ........................................................................... 146 Controls .................................................................................................. 147 Indicating Meters .................................................................................... 147 Accumulator Battery (AB) Charging Unit.......................................................... 147 Controls .................................................................................................. 148 Indicating Meters .................................................................................... 148 Alarm Indicator Panel ............................................................................. 148 Main Current Circuit ......................................................................................... 149

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SEPS Operation Instructions ............................................................................... 150 SEPS Control ................................................................................................... 150 SEPS Manual Control Mode ................................................................. 150 SEPS Control in the Automatic Mode ................................................... 150 Auxiliary Diesel Engine Control ....................................................................... 150 Startup Preparation ............................................................................... 150 Standard Start ....................................................................................... 150 Emergency Start .................................................................................... 150 Standard Stop........................................................................................ 150 Emergency Stop .................................................................................... 151 Shaft Generator Drive Control ......................................................................... 151 Standard Coupling Engagement ........................................................... 151 Emergency Coupling Engagement........................................................ 151 Coupling Disengagement ...................................................................... 151 Diesel Generator .............................................................................................. 151 Closing to Dead MSB Buses ................................................................. 151 Setting to the Parallel Operation (MSB Energized) ............................... 151 Active Power Distribution in Parallel Operation ..................................... 152 Reactive Power Distribution in Parallel Operation ................................ 152 Taking Generator out of Parallel Operation .......................................... 152 Shaft Generator Control................................................................................... 153 Closing to Dead MSB Buses ................................................................. 153 Setting to the Parallel Operation (MSB Energized) ............................... 153 Taking out of Operation ......................................................................... 154 Emergency Diesel Generator Control.............................................................. 154 Automatic Mode of Operation ................................................................ 154 Manual Mode of Operation .................................................................... 154 Control of MSB Shore Power Supply .............................................................. 155 Closing Shore Power Supply to MSB .................................................... 155 Disconnection of Shore Supply from MSB ............................................ 155

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Introduction

INTRODUCTION
The Ship Electrical Power Plant simulator module is designed for training the cargo ship engine room watch personnel in skill of proper operating the Ship Electrical Power System (SEPS), including: Preparation of equipment/systems for their operation, startup and shutdown; Monitoring of operation using variable parameters; Trouble shooting.

In addition to training in practical skills, the simulator allows the user to learn the basic principles of the structure, functions and interaction of SEPS components and systems. The simulator composition corresponds to SEPS standard setup. Parameters and performance of the simulated mechanisms and systems correspond to the real ones. This is a simulation of SEPS of a Ro-Ro cargo ship of 5.000 DWT with a four-stroke non-reversible medium-RPM turbo charged diesel ME, and transmission to a controllable-pitch propeller via a gearbox (CPP).

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Simulated System

SIMULATED SYSTEM
Ship Electrical Power System (SEPS)
Purpose
The Ship Electrical Power System (SEPS) is designed for satisfying the ships electrical power demands in the standard and emergency conditions. The modelled SEPS corresponds to a single-propeller dry cargo vessel having a controllable-pitch propeller. The power values of the generators and power consumers are determined by the ships displacement.

System Components
SEPS consists of the ship electrical power plant (EPP), ship electrical network and power consumers. The ship electrical network in turn consists of switchboards (SB) and electric cables (feeders). The EPP includes: the main switchboard (MSB), two diesel generators (DG), one shaft generator (ShG), emergency switchboard (ESB), emergency diesel generator (EDG), shore supply switchboard (SSS) and power transformers. EPP of a vessel with a medium RPM diesel engine has two DGs of 650 kVA (n=750 rpm) each, a ShG of 800 kVA (n=1000 rpm), EDG of 100 kVA (n=1000 rpm), 200 A shore power supply, 100 kVA transformers T1, T2, T3 , and 40 kVA transformers T4 T5. Structurally, the SEPS consists of a set of control panels for monitoring and control of the drives and the power plant in the Engine control room (ECR), a set of MSW control panels, and a MSB monitoring/control set of panels.

EPP Control
EPP control is provided in the manual and automatic modes, for standard and emergency situations. In the manual mode, the watch engineer can use a standard or emergency procedure to start and stop the DG, switch the generators to the parallel operation, switch to the shore supply via the power plant de-energising, or switch from the shore supply to the DG. The parallel operation of the DG and ShG is permissible for a short while only (up to 15 minutes) and in the manual EPP control mode. The EPP enables the generators to be switched to the parallel operation both manually and automatically (generator synchronising). The automatic generator synchronising is possible with both manual and automatic EPP control modes. In case of automatic generator synchronising, the matching (equalization) of generator frequencies is carried out, so that the synchronised generator's frequency is higher than the network frequency by a certain value, which depends on the EPP load and does not exceed 0.3 Hz (differential frequency). At the moment of closing the generator to the MSB buses the following conditions are provided: the phase difference of the MSB and the synchronised generator is less than 20 ; whilst the synchronised generators frequency deviation (the differential frequency taken into account) from the MSB frequency should not exceed 0.1 Hz. Switching between the ShG and DG is effected in the manual EPP control mode.

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Simulated System

In the automatic mode, EPP operates with one or two DG's. The following modes of DG operation are provided for: Equal DG power mode; Optimum DG load mode; Cyclic DG load mode; Constant frequency mode.

In the equal power mode, the DGs have identical loads. In the optimum load mode, the load is distributed between the operating generators as follows: If the plant total load is more than 2x80% of either generators power (the plant total load is equal to 2x80%), the load is distributed between the generators in equal parts; If the plant total load is 2x25% to 2x80%, the higher-priority generator takes up 80% of the power. The remainder is given over to the second generator. If the so calculated part given over to the second generator is less than 25%, it is exactly 25% of the total load which is given over to it, whilst the higher-priority generator takes the remaining power of more than 25%. In case of a total load of less than 2x25%, the lower-priority DG is taken out of operation with a time delay (first the generator circuit breaker i.e. GCB will be switched off, then the diesel engine will shut down); In the cyclic load distribution mode, the load is distributed between the operating generators the same as in the optimum load mode, the generator priority, however, changes in accordance with the set period; In the constant frequency mode the load is divided between the DGs in equal parts with a more accurate stabilisation of the current frequency within 49-50 Hz limits. In this mode the rpm governor of the higher-priority DG ensures the frequency stabilisation, whilst the rpm governor of the other DG ensures the load distribution.

In all automatic control modes, if the total load on the plant is less than 2x25% (one of the DGs is loaded to less than 25%) the lower-priority DG is taken out of operation with time delays. The second DG is put into parallel operation when the operating DG is loaded to 80% and more. In case of complete de-energizing of the EPP buses, it is the higher-priority DG, which is started and connected to the electrical network in the automatic mode first. The electrical power plant enables the following modes of vessels motion: Thruster operation is enabled by two DGs operating in parallel or by one ShG; Manoeuvring of a vessel with a CPP is enabled by two DGS or SHG; Sailing in the open sea is enabled by one DG or ShG.

No provision has been made for a long parallel operation of a DG with ShG (no more than 15 minutes). There can be no operation in parallel with the shore supply. Switching to and from the shore supply involves de-energising of the plant. With the generator circuit breaker switched on, the shore supply cannot be switched on. In case of a phase wire break, or a wrong phase order, the shore supply cannot be switched on either. The thruster cannot be started unless two DGs are operating simultaneously or the shaft generator operates. The specified values of consumers power demand are fixed and do not change with the change of the vessels motion mode (running, manoeuvring, stay at a port).

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Protection System
The protection system of the ship electrical power plant includes several levels of protection: disconnection in case of overload of specific consumers, disconnection in case of overload of consumer groups, protection of generator circuit breakers (GCB), protection of generators and generator drive protection system.

Fig. 1

During diesel generator operation:


Electrical network protection Disconnection of consumers I>Irated 1st priority 15 C; 2nd priority 15 C. GCB protection settings Generator protection Diesel protection

GCB disconnection U<300 V I>1.21Irated I>3 Irated I>10 Irated Irev.>0.1 Irated 5s 60s 0.4s 0s 10s U<320 V U>440 V I>1.21 Irated I>3 Irated Irev >0.08 Irated f < 45 Hz 3s 3s 40s 0.2s 6s 4s

Diesel stop, GCB disconnection Cooling water temperature (output) > 95C Oil pressure <1.1 bar.

Rpm >110%

the disconnected power of the 1st priority consumers on a ship with a four-stroke main diesel engine is 226.8 kW. The disconnected power of the 2nd priority consumers on a ship with a four-stroke diesel engine is 146.5 kW.

GCB settings are specified relative to the rated current (Irated) of the generator circuit breakers.

Generator protection system settings are specified relative to the generator rated currents (Irate).
88 ENGINE ROOM SIMULATOR ERS 5000. Vessel Model Ro-Ro (VERSION 7.2.1100). Trainee Manual. ERS5-M-053A.

Simulated System

During ShG operation:


Electrical network protection Disconnection of consumers I> Irated 1st priority* 15 C; 2nd priority** 15 C Protection settings (GCB) Shaft generator protection (ShG) ShG drive protection

GCB disconnection U<300 V I>1.21 Irated I>3 Irated I>10 Irated Irev >0.1 Irated 5s 60s 0.4s 0s 10s U<320 B U>440 B I>1.21 Irated I>3 Irated Irev >0.08 Irated f<45 Hz 3s 3s 40s 0.2s 6c 4s

ShG coupling disconnection, GCB disconnection Oil temperature in gear>60C Oil pressure <1.5 bar.

During shore supply connection (SS):


Electrical network protection Circuit breaker protection settings (CB) Shore supply switchboard protection CB disconnection 5C 60 C 0.38 C 0.19 C Incorrect phase connection

CB disconnection U<300 V I>1.21 Irated I>3 Irated I>10 Irated Phase break protection

During operation of the emergency diesel generator (EDG):


Electrical network protection Protection settings (GCB) Generator protection Diesel protection

GCB disconnection U<300 V I>1.2 Irated I>10 Irated 6 120 C 0.19 C -

Diesel stop, GCB disconnection Oil pressure < 0.8 bar. Rpm >110%

All disconnectable power plant consumers are ranked in three priorities in accordance with degree of their significance, taking into account their power demand. Consumers are disconnected as follows: after 5 seconds the first priority consumers will be switched off; if the generator remains overloaded, in another 15 seconds the second priority consumers will be switched off. Power of the disconnected first- and second-priority consumers respectively are: for a vessel with a medium-RPM diesel engine: 226.8 and 146.5kW for the first and the second priorities, respectively. Disconnection succession of consumers for a vessel with a medium-rpm diesel engine is specified in Table 1. There are also some automatically started fixed consumers (auto run) on board enabling operation of the main power plant. In accordance with the requirements of classification societies, there is a group of fixed consumers on the ship powered from the emergency switchboard (ESB) in case of power plant de-energising. Consumers circuit breakers have shorter time lags as compared to the generator automatic circuit breakers, which insures disconnection of faulty consumers loading the plant without turning off the generator automatic circuit breaker. This is the way the selective protection of the electrical power plant is arranged.

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Simulated System

System Faults Introduced by the Instructor


Automated Control fault; Equal mode fault; Cyclic mode fault; Optimal mode fault; Const. frequency mode fault; 24 V DC Supply Fault; Transformer 1 fault; Transformer 2 fault; Transformer 3 fault; Transformer 4 fault; Transformer 5 fault; Transformer 6 fault.

Ship Electrical Network and Consumers


Purpose
The ship electrical network is designed for delivering electrical power from the ship EPP to the consumers. The ship electrical network supplies consumers with 3-phase 50Hz AC of 380V and 220V, as well as 24VDC.

System Components
The ship electrical network consists of the SB and electrical cables (feeders). All the SBs and feeders are provided with automatic switches. Parameters of electrical power consumers for a vessel with a medium RPM diesel are specified in Table 1.
Table 1. Parameters of electrical power consumers for a vessel with a medium RPM diesel
Item Bow Thruster Warp. Winch Tr. Ref. Containers ME LO Pump (1) Ranges Ship Ventilation MS Ventilation Air Condition Deck Air Compressor (1) ME Fresh Water Pump (1) ME Fuel Supply Pump (1) Steering gear pump (1) Fire Pump (1) Culinary Water Switch Board Cargo Space Ventilation Steering Gear Pump (2) Fire Pump (2) Voltage, V 380 380 380 380 380 380 380 380 380 380 380 380 380 380 380 380 380 380 Discon. priority Auto run 2 2 Auto run 1 1 2 1 Auto run Auto run Auto run Auto run Auto run 1 1 1 Auto run Auto run MSB section SBB MBB3-380 MBB1-380 MBB2-380 MBB2-380 MBB2-380 MBB3-380 MBB4-380 MBB2-380 MBB1-380 MBB3-380 MBB1-380 MBB1-380 MBB1-380 MBB3-380 MBB3-380 EmBB-380 EmBB-380 Power, kW 450 45 61 41 25.5 37 18 26.5 30 34 2.2 8.5 15 24 41 71 8.5 15

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Item ME LO Pump (2) Navigational lighting Bridge light Marine Radio Anti-panic lighting Provision Chambers Ventilation MS Light Switchboard 6 Switchboard 7

Voltage, V 380 220 220 220 220 220 220 220 220

Discon. priority Auto run Auto run Auto run Auto run Auto run 1 Auto run 3 3 Auto run Auto run Auto run 2 Auto run 2 2 2 Auto run 2 Auto run Auto run Auto run Auto run Auto run Auto run 2 Auto run Auto run Auto run Auto run Auto run Auto run

MSB section EmBB-380 EmBB-220 EmBB-220 EmBB-220 EmBB-220 MBB1-220 MBB1-220 MBB1-220 MBB1-220

Power, kW 41 7.4 0.4 3.1 2.2 1.8 10 5 5 0-520

Simulated load by Instructor 380 ME Fresh Water Pump (2) ME Sea Water Pump (1.2) ME Sea Water Pump aux. ME FO Supply Pump (2) ME HFO Transfer Pump ME DO Transfer Pump ME HFO Separator ME LO Pump (2) ME LO Separator Air Compressor (2) Emergency Compressor Bilge Water Pump Steam Plant Feed Water Pump (1.2) Steam Plant Burner (1.2) Steam Plant Burner Fan Desalinator Refrigerating Plant ME Automatic DG1, 2 Automatic ME Safety System Engine Telegraph Emerg. Lighting 380 380 380 380 380 380 380 380 380 380 380 380 380 380 380 380 380 24 24 24 24 24

EmBB-380 EmBB-380 (1) MBB2-380 (2) MBB1-380 EmBB-380 MBB3-380 MBB1-380 MBB2-380 EmBB-380 MBB3-380 EmBB-380 EmBB-380 MBB1-380 MBB2-380 EmBB-380 (1) MBB3-380 (2) MBB2-380 MBB1-380 MBB2-380 BB-24 BB-24 BB-24 BB-24 BB-24

34 28 7.2 2.2 5.1 5.5 3.7 41 6.5 30 3 10 3 0.5 4.2 20 20 1 1 1 1 1

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Automatic Circuit Breakers


Circuit breakers can be used for supplying and disconnecting power to/from the SBs and feeders of individual consumers. Parameters of circuit breakers for a vessel with a low-rpm diesel engine are specified in Table 2.
Table 2. Parameters of circuit breakers for a vessel with a medium-rpm diesel engine
Consumer name Diesel Generator 1 Diesel Generator 2 Shaft Generator Emergency Generator Shore Supply Bow Thruster Warp. Winch Tr. Ref. Containers ME LO Pump (1) Ranges Ship Ventilation MS Ventilation Air Conditional Deck Air Compressor (1) ME FW Pump (1) ME Fuel Supply Pump (1) Steering gear Pump (1) Fire Pump Culinary Water Switch Board Cargo Space Ventilation Steering Gear pump (2) Fire Pump (2) ME LO Pump (2) Navigational lighting Bridge light Marine Radio Anti-panic lighting Provision Chambers Ventilation MS Light Switchboard 6 Switchboard 7 Circuit breaker rated current 1000 1000 1600 160 250 1250 100 125 80 50 80 40 50 63 63 20 32 32 50 80 160 20 32 80 20 20 20 20 20 20 80 80

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ENGINE ROOM SIMULATOR ERS 5000. Vessel Model Ro-Ro (VERSION 7.2.1100). Trainee Manual. ERS5-M-053A.

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Automatic Circuit Breakers


Diesel Generator and Shaft Generator Automatic Circuit Breakers (Generator Circuit Breakers)
Purpose The automatic circuit breakers (generator circuit breakers GCB) are used for protection of generators. GCB Components A generator CB (GCB) consists of: Electric motor for the automatic winding of springs; Electric magnets for remote turn-on; Release for GCB remote turn-off; Switching springs, contacts (main, preliminary, arc suppressing), arc suppressing chambers, time relay, current release, zero uncouplers, maximum uncouplers; GCB switch on/off buttons; A level for the manual winding of springs; A switch of power supply to the GCB.

The automatic circuit breakers are actuated in two stages: winding of the springs and switching on. The winding of the springs is done manually by using a handle or by means of an electric motor (automatic winding), with the GCB turned off by pressing Disconnect button. In the initial state the springs are in the wound up state. The GCB is turned on by pressing Connect button, but only after the GCB is connected to the power supply. When the GCB is actuated for protection, the springs are not wound automatically, and to turn on the circuit breaker again, it is necessary to wind the springs manually. The GCB has the following protections: Zero protection (U0=300V = 0.75Urated, is actuated after 5s); Generator current overload protection (I=1.21Irated, is actuated after 60s); Current overload in the short circuit zone (I=3Irated, is actuated after 0.4s); Short circuit protection (I=10Irated, is actuated without a time delay); Reverse power protection (reverse current > 0.1Irated, is actuated after 10s).

GCB Controls GCB controls are arranged in a MSB section and include: GCB power switch; GCB turn-on CONNECT highlighted button; GCB turn-off DISCONNECT highlighted button; A handle for the manual winding of the power supply springs.

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Emergency Generator and Shore Supply Circuit Breakers


Purpose The CB considered here is used for protection of the emergency generator and the shore supply. GCB Components A generator CB consists of: Thermal relay operating (indirectly via the minimum voltage trip) the uncoupling shaft of the switch; Fast-operating uncoupler; Mechanical retarder; Independent uncoupler; Switch-on springs and the electric motor for their winding; GCB switch on/off buttons; CB power switch.

CB is switched on automatically when the voltage on the generator terminals reaches the value of 0.85Urated. The springs are wound up by the electric motor automatically, when CB is switched on. CB is switched off by the independent uncoupler, when voltage appears on the MSBs buses. The GCB has the following protection: Zero protection (line voltage is less than 300V (0.75Urated), actuated after 6s); Generator current overload protection (I=1.2Irated, is actuated after 120s); Short circuit protection (I=10Irated, is actuated after 0.19s).

The SCB has the following protection: Zero protection (line voltage is less than 300v (0.75Urated), actuated after 6s); Generator current overload protection (I=1.21Irated, is actuated after 60s); Generator current overload protection (I=3Irated, is actuated after 0.38s); Short circuit protection (I=10Irated, is actuated after 0.19C); Protection in case of a phase break (actuated without time delay).

GCB Controls CB controls are arranged in a MSB section and include: GCB power switch; CB turn-on Connect highlighted button; CB turn-off Disconnect highlighted button.

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ENGINE ROOM SIMULATOR ERS 5000. Vessel Model Ro-Ro (VERSION 7.2.1100). Trainee Manual. ERS5-M-053A.

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Insulation Monitoring
Purpose
The insulation monitoring instruments are designed for checking the insulation of sections DG1, DG2, ShG, EDG, synchronising section, 380V consumers connected to buses MBB 1, and 220V bus consumers.

Components
Insulation monitoring is provided by two megohmmeters with switches. The first megohmmeter is designed for checking the insulation of 380VAC consumers, DG1 and DG2, whilst the second one is used for checking the insulation of the ShG, EDG and synchronising section. A separate megohmmeter for checking the insulation of 220VAC consumers is installed on 220VAC switchboard.

Switches
A megohmmeter can be switched over with the aid of its four-position selector switch provided with an OFF option too.

Monitored Parameters and Indicators


The subject of monitoring is the insulation resistance, which should be between 0.1 and 0.5M.

Diesel Generator
Purpose
The diesel generator is designed for generating electrical power on the ship.

Components
For power generation, the ship electric power plant uses brushless three-phase synchronous generators with an implicit-pole rotor (400 V, 50Hz, cos=0.8). The synchronous generator has a three-phase current exciter with external poles, a rotating rectifier unit, electronic excitation and regulating device for the exciter, voltage limiter and stopover heating. The stopover heating is switched off automatically when the generators are connected to the buses. The generator power depends on the type and power of the main power plant. SEPP of a vessel with a medium RPM diesel has two DGs of 650 kVA (n=750) each.

DG Control System
The DG control system located in the MSBs generator section includes: Controller of the automatic voltage regulator (AVR), which allows varying the generator voltage between 370V and 430V; Buttons (More Less) for changing specified engine rpm, which allows changing RPM within 10% of their rated value; GCB control buttons; the Demagnetization button for damping the electromagnetic field (automatic field-damping device) protected against an accidental depressing.

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DG Monitoring System
The DG monitoring system includes the following instruments: An ammeter with a phase selector switch; A voltmeter with line voltage switch; A frequency meter; Active-power wattmeter; Reactive-power meter.

The monitoring system also includes the following indicator lamps: Diesel engine status indicator (Stop, Run engine RPM of more than 80% of its rated value); Indicator of voltage type (power supply type) on the MSB buses (standard: DG or ShG are operating; emergency: EDG is operating; and shore supply: MCB is powered from the shore cable).

DG Alarm System
The DG alarm system includes the following indicators: Indicator of voltage drop on the generator terminals (line voltage of less than 320V (0.8Urated) for 1s (time delay); Generator overload (generator current of more than Irated for 1s); High stator temperature (the stator hardware temperature is higher than 65 C for 30s); Short circuit of the generator windings (generator current being more than 3 Irated), the generator has changed to the motor mode and is loading the EPP (the generators reverse power is more than 0.08Prated for 1s); The diesel engine is not warmed up (freshwater temperature after engine is lower than 35 C).

DG Protection System
The DG protection system switches the GCB off, if: The generator changes to the motor mode and loads the EPP (the generators reverse power in more than 0.08Prated for 6s); Line voltage is lower than 320V (0.8Urated) for more than 3s; Line voltage is higher than 440V (1.1Urated) for more than 3s; The generator if overloaded (generator current is higher than 1.21Irated for 40s); Generator is short-circuited (generator current is more than 3Irated for 0.2s); The generator RPM is reduced (the electrical current frequency is less than 45 Hz without time delay.

DG is also protected by the GCB protection system. GCB cannot be turned on, when the shore supply switchboard (SSS) is energized from ashore.

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ENGINE ROOM SIMULATOR ERS 5000. Vessel Model Ro-Ro (VERSION 7.2.1100). Trainee Manual. ERS5-M-053A.

Simulated System

Shaft Generator
Purpose
ShG is designed for developing electric power from the main engine.

Components
For a ShG the ship EPP uses a brushless three-phase synchronous generators with an implicit-pole rotor (400 V, 50Hz, cos=0.8, n=1000 rpm). The synchronous generator has a three-phase current exciter with external poles, a rotating rectifier unit, electronic excitation and regulating device for the exciter, voltage limiter and stopover heating. The stopover heating is switched off automatically, when the generators get closed to the buses. The ShG power depends on the type and power of the main power plant. EPP of a vessel with a medium RPM diesel has a 800kVA ShG (n=1000 rpm).

ShG Control System


The ShG control system located on the ShG switchboard includes: Controller of the automatic voltage regulator (AVR); GCB control buttons; The demagnetisation button for damping the electromagnetic field (automatic field-damping device) protected against an accidental depressing; ShG excitation switch on/off buttons.

ShG Monitoring System


The ShG monitoring system includes the following measuring instruments: An ammeter with a phase selector switch; A voltmeter with line voltage switch; A frequency meter; Active-power wattmeter; Reactive-power meter.

The monitoring system also includes volume type (power supply type) indicating lamps on the MSB buses (standard, emergency and shore supply).

ShG Generator Alarm System


The ShG generator alarm system includes the following indicators: Indicator of voltage drop on the generator terminals (line voltage of less than 320V (0.8Urated) for 1s (time delay); Short circuit of the generator windings (generator current is more than 3 Irated); Generator overload (generator current of more than Irated for 1s); High stator temperature (the stator hardware temperature is higher than 65 C for 30s); The generator has changed to the motor mode and is loading the EPP (the generators reverse power is more than 0.08Prated for 1s).

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ShG Generator Protection System


ShG protection system switches GCB in the following cases: The generator changes to the motor mode and loads the EPP (the generators reverse power in more than 0.08Prated for 6s); Line voltage is lower than 320V (0.8Urated) for more than 3s; Line voltage is higher than 440V (1.1Urated) for more than 3s; The generator overload (generator current is higher than 1.21Irated for 40s); Generator short circuit (generator current of more than 3Irate for 0.2s); The generator RPM is reduced (the electrical current frequency is less than 45 Hz without time delay).

GCB cannot be turned on, when the shore supply switchboard (SSS) is energized from ashore.

Emergency Diesel Generator


Purpose
The emergency generator (EDG) is designed for generating electric power on the ship in an emergency (in case of basic source failure i.e. DG1, DG2 and ShG).

Components
For an EDG the ship EPP uses a brushless three-phase synchronous generators with an implicit-pole rotor (400 V, 50Hz, cos =0.8, n=1000 rpm). The synchronous generator has a three-phase current exciter with external poles, a rotating rectifier unit, electronic excitation and regulating device for the exciter, voltage limiter and stopover heating. The stopover heating is switched off automatically when the generators are connected to the buses. The EDG power depends on the type and power of the main power plant. EPP of a vessel with a low RPM diesel has a 100 kVA EG (n=1000 rpm).

Control System
The EDG control system located on the emergency switchboard includes GCB control buttons.

Monitoring System
The EDG monitoring system includes the following measuring instruments: An ammeter with a phase selector switch; A voltmeter with line voltage switch; A frequency meter; Active-power wattmeter.

Alarm System
The EDG generator alarm system includes the following indicators: Indicator of voltage drop on the starting accumulator battery (less than 21.5 V); Voltage drop on the generator terminals (line voltage of less than 320V (0.8Urated) for 1s (time delay); Generator overload (generator current of more than Irated for 1s);

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ENGINE ROOM SIMULATOR ERS 5000. Vessel Model Ro-Ro (VERSION 7.2.1100). Trainee Manual. ERS5-M-053A.

Simulated System

High stator temperature (the stator hardware temperature is higher than 65 C for 30s); Short circuit of the generator windings (generator current is more than 3 Irated).

Protection System
There is no EDG protection system. The EDG protection is provided by the automatic switching off of the GCB. The EDG circuit breaker is also switched off by an independent release without time delay at an external signal when the voltage on the MSB grows to more than 340V without time delay.

Shore Supply Switchboard


Purpose
Shore power supply can be used for energizing the ship consumers during her stay at the pier.

Shore Power Supply Components


The shore power supply consists of the shore supply switchboard and electrical cables for the shore connection. The EPP of a ship with a medium RPM main engine has a shore supply switchboard for 200 A.

Controls
The shore power supply controls are arranged on the shore supply switchboard and include: Shore supply circuit-breaker Connect and Disconnect buttons with illumination; Shore supply circuit breaker power switch.

If the MSB is energized, shore supply cannot be connected.

Monitoring System
The shore supply monitoring system includes the following instruments and indicators: Shore supply voltmeter; Shore supply ammeter; Right and Wrong indicator lamps; Connect and Disconnect status indicators (illuminated buttons) of the shore supply circuit breaker; Indicator of voltage on the MSB buses (Power ON).

Alarm System
The alarm system includes the following indicators: A phase wire break indicator, and A short circuit indicator.

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Protection System
The shore supply protection is provided by the switching off of the shore supply circuit breaker without time delay in the following cases: Incorrect phase connection or There is power on the MSB buses (voltage on the MSW buses is higher than 340 V).

The shore supply circuit breaker is also switched off in connection with its own protection.

System Faults Introduced by the Instructor


Shore Supply Phase breaking; Shore Supply Wrong phase; Shore Supply disable; Shore Supply Circuit Breaker fault.

Main Switchboard (MSB)


Purpose
MSB is the central point of power distribution among the onboard power consumers.

MSB Components
MSB consists of the generator sections DG1, DG2, ShG, Synchronising, and 220V/380V consumers.

System Faults Introduced by the Instructor


DG 1 (DG2) Section Insulation low; Circuit Breaker fault; Voltage Control feedback breaking; Voltage Control Fault; Generator Short Circuit; Generator Stator High temperature; RPM Governor Control fault.

ShG Section Insulation low; Circuit Breaker fault; Voltage Control feedback breaking; Voltage Control fault; Generator Short Circuit; Generator Stator High temperature.

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ENGINE ROOM SIMULATOR ERS 5000. Vessel Model Ro-Ro (VERSION 7.2.1100). Trainee Manual. ERS5-M-053A.

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380V Consumer Section Short circuit, overcurrent and low insulation is modelled for each of the consumers: Bow Thruster/Short Circuit; LO Pump 1/Short Circuit; Fire Pump 1/Short Circuit; Air Compressor 1/Short Circuit; FW Pump 1/Short Circuit; SG Pump 1/Short Circuit; FO Supply Pump 1/Short Circuit; Transformer Ref. Containers/Short Circuit; Warp Winch/Short Circuit; Machinery Space Ventilation/Short Circuit; Ship Ventilation/Short Circuit; Air Condition/Short Circuit; Ranges (Galley)/Short Circuit; Cargo Space Ventilation/Short Circuit; Switch Board 5/Short Circuit; Ref. Plant/Short Circuit; Culinary water/Short Circuit; Bow Thruster/Overcurrent; LO Pump 1/Overcurrent; Fire Pump 1/Overcurrent; Air Compressor 1/Overcurrent; FW Pump 1/Overcurrent; SG Pump 1/Overcurrent; FO Supply Pump 1/Overcurrent; Transformer Ref. Containers/Overcurrent; Warp Winch/Overcurrent; Machinery Space Ventilation/Overcurrent; Ship Ventilation/Overcurrent; Air Condition/Overcurrent; Ranges (Galley)/Overcurrent; Cargo Space Ventilation/Overcurrent; Switch Board 5/Overcurrent; Ref. Plant/Overcurrent; Culinary water/Overcurrent; Bow Thruster/Low Insulation; LO Pump 1/Low Insulation;

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Fire Pump 1/Low Insulation; Air Compressor 1/Low Insulation; FW Pump 1/Low Insulation; SG Pump 1/Low Insulation; FO Supply Pump 1/Low Insulation; Transformer Ref. Containers/Low Insulation; Warp Winch/Low Insulation; Machinery Space Ventilation/Low Insulation; Ship Ventilation/Low Insulation; Air Condition/Low Insulation; Ranges (Galley)/Low Insulation; Cargo Space Ventilation/Low Insulation; Switch Board 5/Low Insulation; Ref. Plant/Low Insulation; Culinary water/Low Insulation.

220V Consumer Section Short circuit, overcurrent and low insulation is modelled for each of the consumers: Machinery Space light/Short Circuit; Provision Chambers ventilation/Short Circuit; Switch Board 6/Short Circuit; Switch Board 7/Short Circuit; Machinery Space light/Overcurrent; Provision Chambers ventilation/Overcurrent; Switch Board 6/Overcurrent; Switch Board 7/Overcurrent; Machinery Space light/Low Insulation; Provision Chambers ventilation/Low Insulation; Switch Board 6/Low Insulation.

Synchronization Section Automatic Synchronizing fault.

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ENGINE ROOM SIMULATOR ERS 5000. Vessel Model Ro-Ro (VERSION 7.2.1100). Trainee Manual. ERS5-M-053A.

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Emergency Switchboard (ESB)


Purpose
ESB is designed for providing a certain part of onboard consumers with power from EDG.

MSB Components
ESB is composed of the EDG generator section, 24V/220B/380V consumer section, and the accumulator battery (AB) charging unit section.

AB Charging Unit Controls


Controls include: On/off switches for connection/disconnection of batteries (#1, #2, #3, #4) to/from the charging unit; On/off switches for the battery room fan; Knob for battery charging current adjustment.

AB Charging Unit Monitoring System


The AB charging unit monitoring system includes: Voltmeter with a switch for monitoring the battery capacity; Ammeter with a switch for checking the charging current value.

AB Charging Unit Alarm System


The alarm system includes a short circuit current indicator.

System Faults Introduced by the Instructor


Charging Unit Charger (baretter) fault. EDG Section Insulation low; Circuit breaker fault; Generator Short Circuit; Generator Stator High temperature.

380V Consumer Section Short circuit, overcurrent and low insulation is modelled for each of the consumers: LO Pump 2/Short Circuit; Fire Pump 2/Short Circuit; SW Pump/Short Circuit; FW Pump 2/Short Circuit; SG Pump 2/Short Circuit; Emergency Compressor/Short Circuit; FO Supply pump 2/Short Circuit; Boiler Burner/Short Circuit;

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LO Pump 2/Overcurrent; Fire Pump 2/Overcurrent; SW Pump/Overcurrent; FW Pump 2/Overcurrent; SG Pump 2/Overcurrent; Emergency Compressor/Overcurrent; FO Supply pump 2/Overcurrent; Boiler Burner/Overcurrent; LO Pump 2/Low Insulation; Fire Pump 2/Low Insulation; SW Pump/Low Insulation; FW Pump 2/Low Insulation; SG Pump 2/Low Insulation; Emergency Compressor/Low Insulation; FO Supply pump 2/Low Insulation.

220V Consumer Section Short circuit, overcurrent and low insulation is modelled for each of the consumers: Nav. Lighting/Short Circuit; Marine radio/Short Circuit; Antipanic lighting/Short Circuit; Bridge light/Short Circuit; Nav. Lighting/Overcurrent; Marine radio/Overcurrent; Antipanic lighting/Overcurrent; Bridge light/Overcurrent; Nav. Lighting/Low Insulation; Marine radio/Low Insulation; Antipanic lighting/Low Insulation; Bridge light/Low Insulation.

24V Consumer Section Short circuit, overcurrent and low insulation is modelled for each of the consumers:
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ME Automation/Short Circuit; DG1, 2 Automation/Short Circuit; ME Safety System/Short Circuit; Engine Telegraph/Short Circuit; Emergency Lighting/Short Circuit; ME Automation/Overcurrent; DG1, 2 Automation/Overcurrent;

ENGINE ROOM SIMULATOR ERS 5000. Vessel Model Ro-Ro (VERSION 7.2.1100). Trainee Manual. ERS5-M-053A.

Simulated System

ME Safety System/Overcurrent; Engine Telegraph/Overcurrent; Emergency Lighting/Overcurrent; ME Automation/Low Insulation; DG1, 2 Automation/Low Insulation; ME Safety System/Low Insulation; Engine Telegraph/Low Insulation; Emergency Lighting/Low Insulation.

Auxiliary Diesel Engine


Purpose
The diesel engine is the generators drive motor and is designed for rotating the generator rotor. The generator is driven by a four-stroke non-reversible medium RPM turbo charged diesel engine operating on light or heavy diesel fuel. The number and power of these diesel engines are determined by the ship electrical power unit configuration/capacity.

Components
The diesel consists of the diesel engine per se and its auxiliary systems, which include: Diesel engine control system; Start air system; Lubrication oil system; Fuel oil system; Freshwater cooling system; Seawater cooling system.

The aforelisted systems are constituents of the corresponding united (i.e. Included in the Main Engine) systems of the vessel. See the Technical description of the SEPS simulator module for detailed description of these systems. EPP of a ship with a medium RPM main engine has two auxiliary diesels of 552 kW (n=750 rpm) each.

Control System
The diesel engine control system consists of an automatic remote control system, which includes startup preparation subsystem, startup and shutdown subsystems, an engine RPM governor; a diesel engine protection system and an alarm system. The RAC system allows the following operations to be performed: Warm up of a non-operating diesel engine; Preliminary, intermittent or constant lubrication of the non-operating diesel engine; Standard or emergency start/stop of the diesel engine.

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The non-operating diesel engine is warmed up by opening the cut-off valves and connecting the auxiliary engines freshwater cooling system to the ships freshwater system. The rate of the engine warming up and the gained temperature value will depend on the freshwater temperature and pressure before engine. The preliminary lubrication of a non-operating diesel engine is effected by means of permanent (Run mode) or periodic (Auto mode) switching on of the electric oil priming pump installed on the auxiliary diesel engine. A standard start of the diesel engine can be effected under condition that the oil pressure is not less than 2 Bar. When the oil pressure is less than 2 bar, the oil priming pump is switched on. With the oil pressure of not less than 2 bar and freshwater and lubricating oil temperature of not less than 20 C, the start air is supplied. As the diesel engine gains 20% of the rated RPM, fuel is fed and RPM grow to 80% of its rated value (warming-up idling revolutions). At this rate the cooling water and engine lube oil are heated to 35C. When this temperature is reached, the RPM is brought to the rated value, and the engine is ready to accept 50% of load. After another 2 minutes the engine is ready for 100% load. In case of an emergency start, no check of oil pressure and freshwater temperature is performed at the start stage. In an emergency start, no oil priming or engine warm-up at the intermediate rate is effected either. After three successive start failures, the automatic start is locked. A start attempt is assumed to be a failure, if: The engine does not develop 20% of its rate rpm during 15 seconds, when operating on start air; The engine stops after fuel is supplied; The engine does not develop 80% of its rated rpm in 15 seconds after fuel is supplied.

A standard shutdown of the diesel engine cannot be effected, unless the GCB is ON. In case of a standard engine shutdown, the engine is brought down to 80% of its rated RPM and is kept at these RPM for 2 minutes. The engine is then stopped by cutting off the fuel supply. In case of an emergency engine shutdown, switch off GCB and cut off the fuel supply.

Monitoring System
The diesel engine monitoring system includes the following instruments: Engine crankshaft rpm meter; Oil pressure gauge for the seawater cooling system point; Pressure gauge for the start air line before engine; Pressure gauge for freshwater cooling before engine; Pressure gauge for the seawater cooling line; Temperature gauge for the freshwater temperature after engine.

Diesel Alarm System


The alarm system contains the following indicators:
106

Freshwater temperature of more than 90C after eng ine; Lubricating oil (SAE40) temperature of more than 75 C before the oil cooler; Lubricating oil pressure of less than 1.5 bar;

ENGINE ROOM SIMULATOR ERS 5000. Vessel Model Ro-Ro (VERSION 7.2.1100). Trainee Manual. ERS5-M-053A.

Simulated System

Exhaust gas temperature of more than 465 C after t he turbocharger turbine; Start air pressure of less than 8 kg/cm ; Engine start failure (three attempts failed); Low lubricating oil level in the service tank; Low fuel oil level in the service tank.
2

The latter signal arrives to the engine alarm system from the combined ship fuel system.

Diesel Engine Protection System


The diesel engine protection system includes the following sensors: Freshwater temperature of more than 95C after eng ine; Oil pressure of more than 1.1 kg/cm ; Engine rpm is more than 110% of its rated value.
2

At the signal from these sensors, the protection system switches the GCB off and stops the engine by cutting off the fuel supply; in case of a stop caused by the excessive RPM, the air supply is also stopped. The protection system is turned on as the engine RPM grows to 60% of its rated value. To reset the protection system after its actuation, press Reset button.

System Faults Introduced by the Instructor


Fuel feed breaking; Fuel Level low; Exhaust valve jamming; RPM Governor jamming; Lub. Oil Pump is sucking-up the air; Oil Level low; Lub. Oil Cooler obstructed dirt in the oil cooler, increase of oil temperature.

Shaft Generator Drive


Purpose
The shaft generator (ShG) drive is designed for driving the ShG from the main engine.

Components
The ShG drive consists of a step-up gearbox, flexible coupling with a pneumatic drive and a ShG.

Control System
ShG drive control system arranged on the central control room switchboard includes the coupling switch on/off buttons.

ATTENTION!
Switch the clutch ON at the ME revolutions corresponding to the vessel's slow/deadslow speed.

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Monitoring System
The ShG drive control system includes the following measuring instruments and indicators: Gearbox oil pressure gauge; Gearbox oil temperature gauge; ShG rotor RPM meter; Indicator of the coupling readiness for switching on (oil pressure in the gearbox is more than 2 bar; temperature is more than 30 C); Indicator of ShG readiness for synchronising ShG (RPM deviation is within 5% of the rated RPM and the generator excitation is switched on).

Alarm System
ShG drive alarm system includes the following indicators: Coupling failure indicator (failure to switch the coupling on/off); Indicator of the low ShG rotor RPM (the ShG rotor RPM is less than 90% of its rated value).

Protection System
The protection system includes the following sensors: Oil temperature in the gearbox is more than 60 C; Oil pressure is less than 1.5 bar.

At the signals received from these sensors, the protection system turns off the GCB and turns off (disengages) the coupling and disengages the gearbox from the ShG. The system is actuated, when the ShG rotor RPM grows to 60% of its rated value. To reset the protection system after the actuation, press Reset button.

System Faults Introduced by the Instructor


Gear lub. Oil low Pressure; Lub. Oil system fault; Clutch control Air low pressure Clutch control failure.

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ENGINE ROOM SIMULATOR ERS 5000. Vessel Model Ro-Ro (VERSION 7.2.1100). Trainee Manual. ERS5-M-053A.

Simulated System

Emergency Diesel Engine


Purpose
The emergency diesel engine is designed for driving the EG. A four-stroke nonreversible medium RPM turbocharged diesel engine operating on light fuel is used as the emergency diesel engine. The emergency engines power is determined by the ship electrical power unit capacity.

Components
The diesel engine of the emergency unit consists of the diesel engine per se and the engine systems, which include: Engine control system; Lubrication system; Fuel oil system; Freshwater cooling system; Seawater cooling system.

All these systems are self-sustained. EPP of a ship with a medium RPM main engine has an emergency diesel of 55.2 kW (n=750 rpm).

Control System
The emergency diesel control system consists of the following: Remote automatic control (RAC) system; RPM governor; Engine protection system, and Alarm system.

The engine of the emergency unit is installed in a heated room with a temperature of not less than 25-30C . No preliminary warming up or lub ricating oil priming is required. The engine is started if voltage disappears on the MSB (voltage of less than 300 V 0.75Urated for more than 3s). An electric starter is used for starting the emergency generator engine. A fully charged accumulator battery provides 5 successive starts. The engine stops after the switching off of the GCB, which is switched off when the voltage appears on the buses (voltage of more than 340 V). When being stopped, the engine is brought down to 80% of its rated RPM and is maintained at this RPM for 1 minute. The engine is then stopped by cutting off the fuel supply. In case of three unsuccessful start attempts the automatic start is blocked. A start attempt is assumed to be a failure, if: The engine does not develop 20% of its rate crankshaft rpm in 15 seconds; The engine stops after fuel is supplied; The engine does not develop 80% of its rated rpm in 15 seconds after the fuel is supplied.

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Monitoring System
The diesel engine monitoring system includes the following instruments: R.P.M. meter; Oil pressure gauge for the seawater cooling system point; Pressure gauge for freshwater cooling before engine; Pressure gauge for the seawater cooling line.

Alarm System
The alarm system contains the following maximum and minimum indicators: Readiness for the start (accumulator battery voltage of more than 21.5 V, voltage in the automatic system of less than 21 V); Lubricating oil pressure of less than 1.5 bar; Engine start failure (three attempts failed); Freshwater temperature of more than 90C after eng ine; Low lubricating oil level; low full oil level in the service tank; Lubricating oil (SAE40) temperature of more than 75 C before the oil cooler; Exhaust gas temperature of more than 465 C after t he turbocharger turbine.

Protection System
The protection system includes: Minimum oil pressure sensor (lubricating oil pressure of less than 0.8 bar) and The maximum rpm sensor (engine rpm at 110% of its rated value).

At the signal from these sensors, the protection system switches the GCB off and stops the engine by cutting off the fuel supply; in case of a stop caused by the excessive RPM, the air supply is also stopped. The protection system is turned on as the engine RPM grows to 60% of its rated value. To reset the protection system after its actuation, press Reset button.

System Faults Introduced by the Instructor


Fuel feed breaking; Fuel Level low; Exhaust valve jamming (Exh. gas high temperature); RPM Governor jamming (diesel overspeed); Lub. Oil Pump is sucking-up the air (LO pressure low); Oil Level low; Lub. Oil Cooler obstructed dirt in the oil cooler, increase of oil temperature.

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SIMULATOR CONTROL PANELS


SEPS controls, indicators, and alarms are distributed on several simulator screen pages according to the systems they belong to; in addition, some pages contain the main current circuit and the summary information on alarm actuation for all systems. See Fig. 2 for a structural diagram of screen panels.
Simulator controls Panels for monitoring and control of machinery and systems Page leaf-over buttons PP control panel

Fig. 2 Screen panel structural diagram

See Fig. 3, Fig. 5 for appearance of some panels:

Fig. 3 Main circuit diagram

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Fig. 4 Panel for DG1 and power plant control

Fig. 5 MSB. Load distribution and insulation monitoring panels

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SEPS Control Panel


The SEPS control panel, see Fig. 6, is designed for assigning a SEPS operation mode. The control panel includes: Control mode switch (CONTROL MODE); DG priority switch (PRIORITY); SEPS operation submode selection buttons, when in the automatic control mode (AUTO MODES EQUAL, OPTIMAL, CYCLIC, CONST FREQ.).

The power plant status switch (CONTROL MODE) is designed for switching between the manual and automatic control of SEPS. The CONTROL MODE switch has two positions: AUTO automatic control mode; MANUAL manual control mode.

The priority switch (PRIORITY) for diesel generators is designed for selecting the priority (first to start) diesel generator (DG1 or DG2), when SEPS is in the automatic mode. The PRIORITY switch has two positions: DG1 the higher-priority generator is diesel generator 1; DG2 the higher-priority generator is diesel generator 2.
Fig. 6 SEPS control panel

The SEPS automatic control mode selection buttons (AUTO MODES) are designed for selection of a generator load mode in the automatic mode (i.e. the buttons are active only in case SEPS is in the automatic mode). The PP automatic operation system can be in one of the following modes: EQUAL equal power mode, i.e. the mode, when the generators are loaded uniformly; OPTIMAL the best DG load mode. In this mode, the higher-priority generator is loaded more than the other one; CYCLIC cyclic load mode. In this mode, the generators are loaded just like they are in the OPTIMAL mode, the generator priority, however, changes in accordance with the set period; CONST FREQ. constant frequency mode. In this mode the load is divided between the DGs in equal parts with a more accurate stabilization of the current frequency within 49-50 Hz limits. In this mode the RPM governor of the higherpriority DG ensures the frequency stabilization, whilst the RPM governor of the other DG ensures the load distribution.

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Diesel Generator Auxiliary Diesel Control Panel


The diesel generator auxiliary diesel control panel is designed for: Monitoring driving diesel engine parameters; Preheating the diesel engine; Starting preliminary oil circulation in the engine; Starting the diesel engine (standard and emergency procedures); Stopping the diesel engine (standard and emergency procedures).

To perform these functions, the panel includes: Engine controls; Diesel engine condition indicating meters; Alarm system; Protection system (PS).

See Fig. 7 for the auxiliary diesel engine control panel.

Fig. 7 Auxiliary diesel control panel

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Auxiliary Diesel Engine System Control Panel


The diesel engine system control panel: Oil priming control mode switch (PRELUBRICATION) Off - Auto Run modes;

Diesel engine warm up control buttons (PREHEATING) On-Off;

Start and Emergency Start buttons, and Stop and Emergency Stop buttons.

The oil priming control mode switch (PRELUBRICATION) is designed for establishing a mode of operation for the electric oil-priming pump, it has three positions: OFF, RUN, and AUTO. To establish a mode of operation for the oil-priming pump, set the switch to the required position using the mouse: OFF mode the oil priming pump doesnt run; RUN mode the oil priming pump starts and brings the oil pressure to 2.5 bar; AUTO mode the oil-priming pump runs intermittently (pumping oil for 5 minutes after each 20-minute break).

The diesel engine warm-up control buttons (PREHEATING) are designed for control of diesel engine preheating. The ON button provides for opening of the freshwater cut-off valve and connection of the diesel engine freshwater cooling system to the united (with the ME) system of freshwater cooling system. The OFF button is used for closing the cut-off valve. Diesel engine startup and shutdown is performed using four buttons. For a standard (regular) diesel engine startup, press the START button. In this case, if pressure in the lubrication system is below 2.0 bar, the electric oil-priming pump will be switched on prior to air supply. When the pressure reaches a specified value, the engine will be started. To start the engine in emergency, press the EMCY START button. In this case, the engine will be started without a check of initial pressure of oil, gaining its rated RPM in minimum time. The diesel engine is stopped using the STOP button, only if the generator circuit breaker (GCB) is OFF. In case of a standard engine stop, the diesel engine is brought down to 80% of its rated RPM and is maintained at this RPM for 2 minutes. The engine is then stopped by cutting off the fuel supply. The engine is then stopped by cutting off the fuel supply. In case of an emergency engine stop, for which the EMCY STOP button is used, the GCB is switched off automatically and the fuel supply is cut off immediately.

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The EMCY START and EMCY STOP buttons have the first priority. If the engine is started by using first the START button, and then the EMCY START button, it will be started according to the Emergency START program from the moment of pressing the EMCY START button. In this case no return to the standard start program is possible. The STOP and EMCY STOP buttons have a similar way of operation.

Diesel Engine Protection System Panel


The diesel engine protection system (or SAFETY SYSTEM) is designed for protecting the engine against damage. The protection system becomes armed after engine crankshaft speed has reached a level of 60% of the rated value. The protection system state is monitored by the ON indicator (the system is armed and ready) and the OFF indicator (the system is OFF or has been actuated). On actuation, the protection system performs an emergency engine shutdown procedure. This is accompanied by an acoustic signal, after which the system locks any attempt to start the engine again. The protection system can be unlocked after actuation, using the RESET button.

The protection system is actuated under the following conditions: Auxiliary diesel engine RPM is more than 110% of its rated value (OVER SPEED indicator); The oil pressure in the last lubrication point is below 1.5 bar (LOW LO PRESS indicator); Freshwater temperature in the cooling system after engine is above 95C (HIGH FW T indicator).

Diesel Engine Condition Indicating Meters


The diesel engine status indicating meters are used for monitoring the most important parameters of the running or stopped engine, among them being:

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R.P.M meter showing engine speed (revolutions per minutes); LO Pressure gage showing oil pressure in the last lubrication point (bar); Starting Air Pressure gage showing pressure in the start air line before engine (bar); FW Pressure gage showing freshwater pressure before engine; SW Pressure gage showing pressure in the seawater cooling line (bar); FW Temperature thermometer showing freshwater temperature after engine (C).

Diesel Engine Alarm System Indicator Panel


The alarm indicators signal to the user that some parameters have exceeded their operational range.

The engine alarm system functions only during engine operation (except the start air minimum pressure indicator), actuating the following indicators: SYNC. FAULT impossibility of synchronization in the automatic mode for more than 2 minutes (arriving from the automatic synchronization control system); LOW LO PRESS. lubricating oil pressure of less than 2 bar; LOW START AIR PRESS. start air pressure of less than 8 bar; HIGH LO T lubricating oil pressure of more than 75C after engine and before the lubricating oil cooler; HIGH EXH. GAS T exhaust gas temperature of more than 465 C after the turbocharger turbine; LOW LO LEVEL low lubricating oil level in the service tank; LOW FO LEVEL low fuel oil level in the service tank (the signal arrives in the diesel engine alarm system from the ship propulsion plant simulation module); START FAULT diesel start failure (the diesel does not develop 20% of its rate RPM in 15 seconds when operating on the start air; the diesel stops after the fuel is supplied; the diesel does not develop 80% of its rate RPM in 15 seconds); HIGH FW T freshwater temperature of more than 90 C after e ngine.

When the monitored parameters exceed the working range, the respective indicators start flashing simultaneously with the sound alarm, reporting on alarm system signals that have arisen but not acknowledged yet. The sound alarm is silenced by acknowledgement, while the indicators either change for continuous light, if the alarm cause is still present (the parameter is still outside the operational range), or turn off, if the alarm cause has disappeared (the parameter has returned to its operational range).

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Shaft Generator Drive Control Panel


The shaft generator (ShG) drive control panel, see Fig. 8, is designed for switching the clutch ON/OFF and for monitoring the gearbox status. The control panel includes: The clutch switch on/off buttons; Indicators and meters for monitoring the clutch/gearbox status; Alarm indicators; Safety system panel.

Fig. 8 ShG drive control panel

Control Panel
The ShG drive control panel includes:

Clutch control buttons (CLUTCH ON, CLUTCH OFF); Indicator of the clutch readiness for switching on; Indicator of ShG readiness for synchronizing ShG.

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The clutch control buttons are designed for switching the ShG clutch ON/OFF (switching the start air ON/OFF). The control is performed with the aid of two buttons: (ON) and (OFF). The clutch is switched on by depressing the ON button. Pressing the OFF button uncouples the clutch, which disengages the gearbox from the shaft generator. Clutch engagement is possible after actuation of the READY TO CLUTCH TURN indicator (when oil pressure in the gearbox is above 2 bar, and the oil temperature is above 30C). The READY TO SYNCH. indicator is lit, when the value of gearbox speed deviation is in the range of 5% of the rated value, and SHG excitation is ON.

ATTENTION!
Switch the clutch ON at the ME revolutions corresponding to the vessel's slow/deadslow speed.

ShG Gearbox Safety System Panel


The ShG gearbox safety system is designed to protect the engine against damage during its operation. The protection system becomes armed, when the ShG rotor gains 60% of the rated RPM. The protection system status is monitored by the ON indicator (the system is armed and ready to work), and the OFF indicator (the system has been turned off or actuated). On actuation, the protection system uncouples the clutch, which disengages the gearbox from the shaft generator. This is accompanied by an acoustic signal, after which the system locks any repeated attempt to couple the clutch. The protection system can be relocked after actuation by the RESET button.

The protection system trips under the following circumstances: Lubricating oil pressure of less than 2 bar in the gearbox (the LOW LO PRESS. indicator); Lubricating oil temperature of more than 65C in the gearbox (the HIGH LO T indicator).

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ShG Drive Status Indicating Meters


The shaft generator drive meters are designed for monitoring the basic parameter values; they include:

RPM meter showing the gearbox speed (revolutions per minute); LO Pressure gage showing the lubricating oil pressure in the gearbox (bar); Oil Temperature gage showing lube oil temperature in the gearbox (C).

ShG Drive Alarm Panel


The alarm indicators signal to the user that some parameters have exceeded their operational range. The alarm panel includes the following indicators:

UNDER SPEED gearbox speed below 90% of the nominal value; CLUTCH FAULT indicator of clutch failure to switch on/off. When the monitored parameters exceed the working range, the respective indicators start flashing simultaneously with the sound alarm, reporting on alarm system signals that have arisen but not acknowledged yet. The sound alarm is silenced by acknowledgement, while the indicators either change for continuous light, if the alarm cause is still present (the parameter is still outside the operational range), or turn off, if the alarm cause has disappeared (the parameter has returned to its operational range).

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Emergency Diesel Generator Engine Control Panel


The emergency diesel generator engine control panel is designed for controlling/ monitoring engine operation. To perform these functions, the panel includes: Engine controls; Engine parameter indicating meters; Alarm panel; Safety system panel.

See Fig. 9 for the emergency diesel generator engine control panel:

Fig. 9 Emergency diesel generator engine control panel

Control Panel
The emergency diesel generator engine control panel includes: Engine on/off buttons (START/STOP); Indicator of the emergency generator engine readiness for start (READY TO START).

The diesel generator engine readiness-for-start indicator is actuated, when the start battery value exceeds 21.5 V.

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Diesel Engine Safety System Panel


The safety system is designed for guarding the diesel engine against damage during its operation.

The protection system becomes armed after engine speed has reached a level of 60% of the rated value. The protection system state is monitored by the ON indicator (the system is armed and ready to work), and the OFF indicator (the system has been turned off or actuated). On actuation, the protection system provides a diesel engine emergency stop. This is accompanied by an acoustic signal, after which the system locks any repeated attempts to start the diesel engine. The protection system can be relocked after actuation by the RESET button. The protection system trips under the following conditions: Auxiliary diesel engine RPM have exceeded 110% of the rated value (the OVER SPEED indicator); The oil pressure in the last lubrication point is below 0.8 bar (the LOW LO PRESS. indicator).

Engine Parameter Indicating Meters


The instruments are designed for monitoring the basic parameters of the running or stopped engine; they include:

R.P.M meter showing engine crankshaft speed (revolutions per minute); LO Pressure gage showing oil pressure in the last lubrication point (bar); FW Pressure gage showing freshwater pressure before engine; SW Pressure gage showing pressure in the seawater cooling line (bar).

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Diesel Alarm System Panel


The alarm indicators signal to the user that some parameters have exceeded their operational range. The diesel engine alarm system is active during diesel engine operation only (except the indicator of the start battery minimum voltage); it includes the following indicators:

24V FAULT automation system voltage below 21 V; LOW LO PRESS. lubricating oil pressure of less than 2 bar; HIGH LO T lubrication oil temperature before the oil cooler of less than 75C; HIGH EXH. GAS T exhaust gas temperature of more than 465 C afte r the turbocharger turbine; LOW LO LEVEL low lubricating oil level in the service tank; LOW LO LEVEL low lubricating oil level in the service tank; START FAULT diesel engine start failure (three attempts failed). An attempt is regarded as a failure, if the engine doesn't gain 20% of the RPM rated value after its starting by the electric starter for 15 seconds, or the engine stops after the fuel is supplied; or the engine does not develop 80% of its rated RPM in 15 seconds); HIGH FW T freshwater temperature of more than 90 C after engine.

When the monitored parameters exceed the working range, the respective indicators start flashing simultaneously with the sound alarm, reporting on alarm system signals that have arisen but not acknowledged yet. The sound alarm is silenced by acknowledgement, while the indicators either change for continuous light, if the alarm cause is still present (the parameter is still outside the operational range), or turn off, if the alarm cause has disappeared (the parameter has returned to its operational range).

MSB Generator Section


The MSB generator section is designed for: Connecting the generator to the MSB buses; Electric current frequency regulation; Generator voltage control.

To perform these functions, the panel includes: Controls of the generator and the auxiliary generator; Emergency controls for the generator; Electric parameter indicating meters; Generator alarm panel; Generator protection system panel.

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See Fig. 10 for MSB generator system.

Fig. 10 MSB Generator section

Generator Circuit Breaker


The generator circuit breaker (GCB) is designed for connecting the generator to the SEPS buses and its protection. GCB controls include the GCB power supply switch (SUPPLY), illuminated GCB on/off buttons (CONNECT/DISCONNECT) and the GCB spring manual winding handle (HAND DRIVE). The GCB power supply switch (SUPPLY) can be in one of two positions: 0 no power supply to the generator circuit breaker; 1 power supply to the generator circuit breaker on.

The GCB CONNECT/DISCONNECT buttons are active only in case the power supply switch in position 1, otherwise the DISCONNECT button will illuminate. Turning the GCB power supply switch (SUPPLY) from position 1 to position 0 results in GCB disconnection (the DISCONNECT button will illuminate).

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GCB is disconnected automatically (i.e. the generator is disconnected from the buses) in the following cases: Line voltage on generator terminals is below 300V for 5s; Generator overload (generator current of more than 1.21Irate for 60s); Generator overload in the short circuit zone (generator current of more than 3Irate for 0.4s); Generator short circuit (generator current of more than 10Irate, actuated without time delay); The generator has changed to the motor mode (the generator reverse current of more than 0.1Irate for 10s.

ATTENTION!
GCB cannot be turned on (locked), when MSB is energized from ashore. In case of SEPS operating in the automatic mode, the manual switching of GCB is locked, the generator connection to the buses being performed by the automatic system only (GCB being energized). GCB is actuated in two stages: winding of the springs and switching on. The winding of the springs is done either automatically using the integrated electric motor (automatic winding) after turning GCB OFF by the Disconnect button, or manually using the HAND DRIVE handle after actuation of the integrated GCB protection system. In the initial state the GCB springs are not in the unwound state, which requires manual winding. The GCB can be turned on by pressing Connect button, but only after the GCB is connected to the power supply and the springs are wound.

Controls
The controls for the generator and the auxiliary diesel engine include: The automatic device (DEMAGNETIZATION) for damping the electromagnetic field as a component of emergency control;

RPM governor control for the driving engine (GOVERNOR CONTROL) the buttons More and Less;

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Controller of the automatic voltage regulator (AVR) the VOLTAGE knob.

The automatic electromagnetic field damping device (DEMAGNETIZATION) is designed for urgent reduction of generator voltage by short-circuiting the excitation winding. The device switch is provided with a protecting cover (against unintentional depressing), which can be opened by a mouse left-hand button click (to lift glass). You can press the switch, and in this case the excitation winding will be shortcircuited, which results in the fall of the magnetic excitation field. Governor control (GOVERNOR CONTROL) is designed for setting and changing the driving engine crankshaft speed (revolutions per minute), and, subsequently, the generator rotor speed. This control is also used by the system of active power distribution between the generators operating in parallel. The monitoring of speed change is performed using the frequency indicator (Hz) on the generator section. The engine speed can be changed (manual distribution of the active power) using the arrow buttons: 6 stepless reduction of engine rpm down to the minimum value (0.9 R.P.M. rate); 5 stepless increase of engine rpm up to the maximum value (1.1 R.P.M. rated).

ATTENTION!
Governor control using these buttons is locked in case the power plant operates in the automatic mode, of if the automatic synchronization mode is selected while the power plant is in the manual mode. The automatic voltage regulator (AVR) is designed for voltage control of the working generator. Voltage is monitored using the voltmeter (V) on the MSB generator panel. The voltage controller knob mounted on the generator panel too allows the generator voltage to be changed from the minimum value (0.93Urate) to the maximum one (1.07 Urate) and/or can be used for manual distribution of the reactive load.

ATTENTION!
AVR manual control is locked, if the power plant is in the automatic mode.

Instruments for Monitoring Generator Parameters


Generator parameter indicating meters are used for measuring the basic electric parameters of the generator. They are as follows: Voltmeter V showing the voltage between generator phases depending on the position of the phase selector switch, R-S-T;

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Ammeter A showing the current value for each generator phase depending on the position of the phase selector switch, R-S-T;

Frequency indicator Hz showing the generator current frequency;

Wattmeter kW showing the active power of the power consumers;

Reactive-power meter kVAr showing the reactive power of the power consumers.

Status Indicators for the Diesel Engine and Power Supply for SEPS Buses
The indicators are designed for monitoring the status of the auxiliary engine (generator drive) and the power on the SEPS buses. The check indicators (DIESEL) switch two indicators RUN and STOP. The RUN indicator illuminates, when the generator RPM reach 80% of its rated value, otherwise the STOP indicator illuminates.

The POWER indicator shows the MSB bus power supply source and includes three indicators NORMAL, EMCY and SHORE (just one of the tree illuminating at a time). The NORMAL indicator shows that MSB buses are powered from the diesel generators or the shaft generator. The EMCY indicator shows that only ESB buses are powered from EDG.

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The SHORE indicator shows that power supply is from ashore (shore supply).

Panel of Generator Alarm/Protection Indicators


The indicators signal to the user that some generator parameters have exceeded their operational range. The generator alarm/protection systems are armed, when the generator gains 90% of the rated RPM with a 25s delay.

The generator alarm panel includes the following indicators: LOW VOLTAGE voltage on the diesel engine buses below 320V (0.8 Urate) for 1s; OVER CURRENT generator current of more than Irate for 1s; SHORT CIRCUIT short circuit (generator current of more than 3Irate for 0.1s); HIGH STATOR T stator temperature of more than 65C for 30s; REVERSE POWER reverse power of more than 0.08Prate for 1s; DIESEL NOT WARM-UP diesel started, but freshwater at the diesel outlet is below 35C.

The generator protection system trips GCB, when the parameters exceed their set range. When the monitored parameters exceed the working range, the respective indicators start flashing simultaneously with the sound alarm, reporting on alarm system signals that have arisen but not acknowledged yet. The sound alarm is silenced by acknowledgement, while the indicators either change for continuous light, if the alarm cause is still present (the parameter is still outside the operational range), or turn off, if the alarm cause has disappeared (the parameter has returned to its operational range).

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MSB Shaft Generator Section


The MSB shaft generator section is designed for: ShG connection to the buses; Generator voltage control.

To perform these functions, the panel includes: Controls of the generator and its drive; Emergency controls for the generator; Electric parameter indicating meters; Generator alarm panel; Generator protection system panel.

See Fig. 11 for the MSB shaft generator section.

Fig. 11 MSB shaft generator section

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Generator Circuit Breaker


The generate circuit breaker (GCB) is designed for connecting the generator to the SEPS buses and its protection. GCB controls include the GCB power supply switch (SUPPLY), illuminated GCB on/off buttons (CONNECT/DISCONNECT) and the GCB spring manual winding handle (HAND DRIVE). The GCB power supply switch (SUPPLY) can be in one of two positions: 0 no power supply to the generator circuit breaker; 1 power supply to the generator circuit breaker on.

The GCB CONNECT/DISCONNECT buttons are active only in case the power supply switch in position 1, otherwise the DISCONNECT button will illuminate. Turning the GCB power supply switch (SUPPLY) from position 1 to position 0 results in GCB disconnection (the DISCONNECT button will illuminate). GCB is disconnected automatically (i.e. the generator is disconnected from the buses) in the following cases: Line voltage on generator terminals is below 300V for 5s; Generator overload (generator current of more than 1.21Irate for 60s); Generator overload in the short circuit zone (generator current of more than 3Irate for 0.4s); Short circuit of the generator windings (generator current is more than 10Irate, tripping without a time delay); The generator has changed to the motor mode (the generator reverse current of more than 0.1Irate for 10s.

ATTENTION!
GCB cannot be turned on (locked), when MSB is energized from ashore. In case of SEPS operating in the automatic mode, the manual switching of GCB is locked, the generator connection to the buses being performed by the automatic system only (GCB being energized). GCB is actuated in two stages: winding of the springs and switching on. The winding of the springs is done either automatically using the integrated electric motor (automatic winding) after turning GCB OFF by the Disconnect button, or manually using the HAND DRIVE handle after actuation of the integrated GCB protection system. In the initial state the GCB springs are not in the unwound state, which requires manual winding.

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Shaft Generator Controls


Shaft generator controls: The automatic device (DEMAGNETIZATION) for damping the electromagnetic field as a component of emergency control;

Generator excitation ON/OFF buttons (GENERATOR EXCITATION);

Controller of the automatic voltage regulator (AVR) the VOLTAGE knob.

The automatic electromagnetic field damping device (DEMAGNETIZATION) is designed for urgent reduction of generator voltage by short-circuiting the excitation winding. The device switch is provided with a protecting cover (against unintentional depressing), which can be opened by a mouse left-hand button click (to lift glass). You can press the switch, and in this case the excitation winding will be shortcircuited, which results in the fall of the magnetic excitation field. The excitation ON/OFF buttons (GENERATOR EXCITATION) are designed for supply/removal of power to/from the rotating SHG excitation winding. The automatic voltage regulator (AVR) is designed for voltage control of the working generator. Voltage is monitored using the voltmeter (V) on the MSB generator panel. The voltage controller knob mounted on the generator panel too allows the generator voltage to be changed from the minimum value (0.93Urate) to the maximum one (1.07 Urate) and/or can be used for manual distribution of the reactive load.

ATTENTION!
AVR manual control is locked, if the power plant is in the automatic mode.

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Shaft Generator Indicating Meters


Shaft generator parameter indicating meters are used for measuring the basic electric parameters. They are as follows: Voltmeter V showing the voltage between generator phases depending on the position of the phase selector switch, R-S-T;

Ammeter A showing the current value for each generator phase depending on the position of the phase selector switch, R-S-T;

Frequency indicator Hz showing the generator current frequency;

Wattmeter kW showing the active power of the power consumers;

Reactive-power meter kVAr showing the reactive power of the power consumers.

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MSB Voltage Indicators


The POWER indicator shows the MSB bus power supply source and includes three indicators NORMAL, EMCY and SHORE (just one of the tree illuminating at a time).

The NORMAL indicator shows that MSB buses are powered from the diesel generators or the shaft generator. The EMCY indicator shows that only ESB buses are powered from EDG. The SHORE indicator shows that power supply is from ashore (shore supply).

Panel of Generator Alarm/Protection Indicators


The indicators signal to the user that some generator parameters have exceeded their operational range. The shaft generator alarm/protection systems is armed, when the shaft generator gains 90% of the rated RPM with a 25s delay after SHG excitation is turned on.

The generator alarm system includes the following indicators: LOW VOLTAGE voltage on the diesel engine buses below 320V (0.8 Urate) for 1s; OVER CURRENT generator current of more than Irate for 1s; SHORT CIRCUIT short circuit (generator current of more than 3Irate during 0.1s); HIGH STATOR T stator temperature of more than 65C for 30s; REVERSE POWER reverse power of more than 0.08Prate during 1s.

ShG protection system trips GCB, when the parameters exceed their set range. When the monitored parameters exceed the working range, the respective indicators start flashing simultaneously with the sound alarm, reporting on alarm system signals that have arisen but not acknowledged yet. The sound alarm is silenced by acknowledgement, while the indicators either change for continuous light, if the alarm cause is still present (the parameter is still outside the operational range), or turn off, if the alarm cause has disappeared (the parameter has returned to its operational range).

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Simulator Control Panels

Synchronization Section
The synchronization section is designed for: Selection of a generator to be synchronized; Checking phase differences at MSB and at the terminals of the generator to be connected; Switching generators to the parallel operation.

To perform these functions, the panel includes: Controls; Indicating meters for checking voltage and frequency at MSB and generator terminals; Synchronoscope.

See Fig. 12 for the synchronization section.

Fig. 12 Synchronization section

Controls
Synchronization section controls include: Synchronization mode switch (MANUAL-AUTO);

Generator-to-be-synchronized selection buttons.

The synchronization mode switch is designed for setting synchronization system operational mode, having two positions: AUTO automatic synchronization mode; MANUAL manual synchronization mode.

The generator-to-be-synchronized selection buttons (OFF, DG1, DG2 and SG) are designed for selection of a generator to be connected to the parallel operation. GCB of the selected generator (DG1, DG2 or SG) should be energized. Then the switching of the automatic synchronization mode on (AUTO) will result in automatic synchronization of the selected generator with its connection to the buses. After this operation, the synchronization mode selector will automatically return to MANUAL position.

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Indicating Meters
Instruments provide for checking the MSB voltage and frequency (right-hand instruments) on the connected generator too (left-hand instruments).

Synchronoscope
The synchronization section includes a synchronoscope. The red-colour synchronoscope indicators are positioned in a circle; their operation is implemented on the running wave principle alternating illumination of the indicators is possible both clockwise and counterclockwise.

If synchronization conditions are fulfilled (allowing the generator to be connected to the parallel operation), the upper indicator of the synchronoscope illuminates only (12 o'clock). The indicators illuminate at the left side, or the light wave, consisting of illuminating in turn indicators, runs counterclockwise in case the synchronization conditions are not provided for, i.e. frequency of the synchronized generator is less than that on MSB (TOO SLOW). The indicators illuminate at the left side, or the light wave runs clockwise in case the synchronization conditions are not provided for, i.e. frequency of the synchronized generator is greater than that on MSB (TOO FAST).

Insulation Monitoring Board


The insulation monitoring board is designed for checking insulation of generators and the power network; in includes two megohmmeters () which 4-position switches. The left-hand megohmmeter checks insulation of the power network (380V), MBB1 buses, and diesel generators 1 and 2, the right-hand megohmmeter is designed to check insulation of the synchronization section, shaft generator and the emergency generator. See Fig. 13 for the insulation monitoring board.

Fig. 13 Insulation monitoring board

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Simulator Control Panels

Shore Supply Switchboard


The shore supply switchboard is designed for connection of the ship power plant to the shore power network. To perform these functions, the shore supply switchboard includes: Controls; Indicating meters; Indicators of shore supply phase sequence; Alarm system.

See Fig. 14 for the shore supply switchboard.

Fig. 14 Shore supply switchboard

Circuit Breaker
The circuit breaker (CIRCUIT BREAKER) is designed to connect shore power to the EPP buses and to protect EPP against wrong connection. In addition, the circuit breaker (CB) assures protection of the shore power network against overload and short circuit (SC). CIRCUIT BREAKER controls consist of the power switch (SUPPLY) and illuminated CB on/off buttons (CONNECT, DISCONNECT). The power switch (SUPPLY) can be in one of two positions:

0 circuit breaker not energized; 1 circuit breaker energized.

CB on/off buttons (CONNECT and DISCONNECT) are active only in case the power supply switch is in position 1, otherwise the DISCONNECT illuminates. Turning the CB power supply switch (SUPPLY) from position 1 to position 0 results in CB disconnection (DISCONNECT button illuminates).

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The shore supply CB cannot be switched on, if MSB is energized (line voltage of more than 50V), because of the interlock. The shore supply CB switches off automatically (i.e. shore supply is disconnected from MSB) in the following cases: Shore supply line voltage of less than 300V for 5s; Current overload (CB current of more than 1.21Irate for 60s); Short circuit (CB current of more than 3Irate for 0.38s); Short circuit (CB current of more than 10Irate for 0.19s); Phase break.

Indicating Meters
The shore supply indicating meters are designed for measuring the basic parameters of the shore supply, they are as follows: POWER ON indicator showing that MSB is energized from ashore;

Voltmeter V showing voltage between shore supply phases depending on R-S-T switch position;

Ammeter A showing current for each shore supply phase depending on R-S-T switch position.

Indicators of Shore Supply Phase Sequence


The indicators (PHASE INDICATORS) are designed to check the phase sequence during shore supply connection. RIGHT indicator illuminates in case of proper phase connection, otherwise the WRONG indicator illuminates. When shore supply is unavailable, the voltage value being zero, neither RIGHT nor WRONG indicator illuminates.

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Simulator Control Panels

Alarm Indicator Panel


The shore supply alarm indicators (ALARMS) are designed for to check SEPS operation under condition of shore supply. The PHASE BREAKING indicator denotes wrong phase sequence. The SHORT CIRCUIT indicator points at the fact that the shore supply CB has tripped from overloading or short circuiting (SC).

380V Consumer Switchboard


The 380V consumer switchboard (power mains) is designed for monitoring the power mains and power supply/removal to/from the consumers. To perform these functions the 380V consumer switchboard includes: Controls; Indicating meters.

See Fig. 15 for the 380V consumer switchboard.

Fig. 15 380V consumer switchboard

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Controls
The controls are represented by switches, which are used to supply power to consumers. The switches are grouped: critical/non-critical consumers, heavy-duty/low-duty consumers, for whom selective protection is implemented too. The switches are provided with in-built protection against overloading. When protection trips, the consumer is disconnected. Each switch features a red-colour indicator in its upper left corner, which confirms the fact of an in-built protection trip.

Indicating Meters
The indicating meters are used to check the mains voltage and current draw. The 380V consumer switchboard is provided with: Voltmeter V showing the line voltage on the switchboard;

Ammeter A (Bow Thruster) showing current drawn by the Bow Thruster;

Ammeter A (Tr.Ref.Containers) showing current drawn by the refrigerator container transformer;

Ammeter A (LO Pump) showing current drawn by the lubrication oil circulating pump;

Ammeter A (Warp Winch) showing current drawn by the grounding gear;

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Simulator Control Panels

Ammeter A (Air Cond. Deck 2) showing current drawn by the 2nd deck air conditioning system.

220V Consumer Switchboard


The 220V consumer switchboard (power mains) is designed for monitoring the mains and power supply/removal to/from the 220V consumers. To perform these functions the 220V consumer switchboard is provided with: Controls; Indicating meters.

See Fig. 16 for the 220V consumer switchboard.

Fig. 16 220V consumer switchboard

Controls
The controls are represented by switches, which are used to supply power to consumers. The switch design is similar to that for the 380V consumers.

Indicating Meters
The indicating meters are used to check the 220V mains voltage and the current draw. The 220V consumer switchboard is provided with: Voltmeter V showing the line voltage on the switchboard;

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Ammeter A showing the total current draw;

Megohmmeter showing insulation resistance in the 220V mains.

Emergency Switchboard (ESB). Emergency Generator Section


The section is used for: Connection of the emergency generator (EDG) to ESB buses; Monitoring EDG operation.

To perform these functions, the panel includes: EDG status indicating meters; EDG alarm/protection indicators.

See Fig. 17 for the EDG panel.

Fig. 17 EDG panel

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Simulator Control Panels

Generator Circuit Breaker


GCB (CIRCUIT BREAKER) is designed for closing the generator to the SEPS buses and for generator protection against breakage. GCB controls include the GCB power supply switch (SUPPLY) and highlighted GCB on/off buttons (CONNECT, DISCONNECT).

The GCB power supply switch (SUPPLY) can be in one of two positions: 0 generator circuit breaker energized; 1 generator circuit breaker not energized.

The GCB CONNECT/DISCONNECT buttons are active only in case the power supply switch is energized (position 1), otherwise the DISCONNECT button illuminates. Turning the GCB power supply switch (SUPPLY) from position 1 to position 0 results in automatic GCB disconnection (the DISCONNECT button will illuminate). GCB is disconnected automatically (i.e. EDG is disconnected from the buses) in the following cases: Line voltage on generator terminals is below 300V for 6s; Generator current overload (generator current of more than 1.21Irate for 120s); Generator short circuit (generator current of more than 10I for 0.19s).

The EDG automatic control system, if GCB is energized, connects EDG to ESB buses in case MSB voltage disappears and disconnects GCB, when MSB buses become energized. GCB is locked against switching on under condition of voltage presence on MSB buses.

Emergency Generator Indicating Meters


EDG indicating meters are designed for determination of the generator major parameters and include the following: Voltmeter V showing voltage between the generator phases depending on R-S-T switch position;

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Ammeter A showing the current value for each generator phase depending on the position of the R-S-T phase selector switch;

Frequency indicator Hz showing the generator current frequency.

Panel of Generator Alarm/Protection Indicators


The indicators of the generator alarm and protection systems (ALARMS) signal to the user that some generator parameters have exceeded their operational range or the protection system has tripped. The generator alarm/protection systems are armed, when the engine crankshaft gains 90% of the rated RPM with a 25s delay, and becomes unarmed, when the emergency engine is stopped.

EDG alarm system includes the following indicators: LOW V AB voltage at the battery terminals less than 21V; LOW V EG voltage on generator buses less than 320V (0.8 Urate) during 1s; OVER CURRENT generator current of more than Irate for 1s; SHORT CIRCUIT short circuit (generator current of more than 3Irate for 0.1s); HIGH STATOR T stator temperature of more than 65C for 30s.

The protection system trips GCB, when the parameters exceed their set range. When the monitored parameters exceed the working range, the respective indicators start flashing simultaneously with the sound alarm, reporting on alarm system signals that have arisen but not acknowledged yet. The sound alarm is silenced by acknowledgement, while the indicators either change for continuous light, if the alarm cause is still present (the parameter is still outside the operational range), or turn off, if the alarm cause has disappeared (the parameter has returned to its operational range).

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Simulator Control Panels

ESB. 380V Consumer Section


The ESB 380V consumer section is energized from the emergency diesel generator, when voltage on MSB disappears. To perform these functions, the emergency 380V consumer switchboard includes: Controls; Indicating meters.

See Fig. 18 for the 380V consumer switchboard.

Fig. 18 Emergency 380V consumer switchboard

Controls
The controls are represented by switches, which are used to supply power to various consumers.

Indicating Meters
The indicating meters are used to check the mains voltage and current draw. The emergency 380V consumer switchboard houses: Voltmeter V showing the line voltage on the switchboard;

Ammeter A (Steer. Gear) showing current drawn by pump # 2 of the steering gear;

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Ammeter A (Fire Pump) showing current drawn by fire pump # 2;

Ammeter A (EMCY Compress.) showing current drawn by emergency air compressor;

Ammeter A showing the total current drawn by the other consumers;

Megohmmeter showing section insulation resistance.

ESB. 220V Consumer Section


The ESB 220V consumer section is energized from the emergency diesel generator, when voltage on MSB disappears. To perform these functions, the 220V consumer switchboard includes: Controls; Indicating meters.

See Fig. 19 for the emergency 220V consumer switchboard.

Fig. 19 Emergency 220V consumer switchboard

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Simulator Control Panels

Controls
The controls are represented by switches, which are used to supply power to various consumers.

Indicating Meters
The indicating meters are used to check the 220V mains voltage and the current draw. The 220V consumer switchboard is provided with: Voltmeter V showing the line voltage on the switchboard;

Ammeter A showing the total current draw;

Megohmmeter showing section insulation resistance.

ESB. 24V Consumer Section


The 24VDC consumer ESB is designed for monitoring the network and power supply/removal to/from the consumers. To perform these functions, the 24VDC consumer switchboard includes: Controls; Indicating meters.

See Fig. 20 for 24VDC consumer switchboard.

Fig. 20 24V consumer switchboard

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Controls
The controls are represented by switches, which are used to supply power to various consumers.

Indicating Meters
The indicating meters are used to check the 24VDC network voltage and current draw. The 24VDC consumer switchboard includes: Voltmeter V showing the line voltage on the switchboard;

Ammeter A showing the total current draw;

Megohmmeter showing section insulation resistance.

Accumulator Battery (AB) Charging Unit


The charging unit is designed for monitoring the battery charge level and for charging 24VDC batteries. For realization of these functions, the charging unit panel includes: Controls; Indicating meters.

See Fig. 21 for the charging unit panel.

Fig. 21 Charging unit panel

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Simulator Control Panels

Controls
Switches for connection of a certain battery to the charging unit.

Ventilation ON/OFF buttons of the accumulator battery room.

Battery charging current adjustment knob.

Indicating Meters
The charging unit panel includes: Voltmeter V with a 1-2-3-4 switch showing line voltage of the corresponding battery;

Ammeter A with a 1-2-3-4 switch showing the charging current for the corresponding battery.

Alarm Indicator Panel


The charging unit alarm system is designed for monitoring the battery charging current. The OVER CURRENT indicator shows charging current rushes.

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Main Current Circuit


For the modern ship control & monitoring systems, the summary information on the power plant i.e. its configuration, generator statuses, basic electrical parameters, etc. are displayed on the system monitor being referred to as the main circuit diagram.

Fig. 22 Main circuit diagram

The active (live) elements (buses, feeders, closed switches) in the circuit are highlighted in blue. Special waste windows are provided for indication of electrical parameters i.e. voltage, current, frequency and power. In addition to the informative component of the page, the simulator features a possibility to use the mouse to control some MSB/ESB switches, which are not presented on the simulator control panels.

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SEPS Operation Instructions

SEPS OPERATION INSTRUCTIONS


This section provides recommendations for SEPS preparation for operation, setting to work and operation.

SEPS Control
SEPS Manual Control Mode
Turn the CONTROL MODE switch to the MANUAL position; Control of generators and consumers on the switchboards 24VDC, 220VAC and 380VAC should be performed in the manual mode.

SEPS Control in the Automatic Mode


Turn the CONTROL MODE switch to the AUTOMATION position; Apply power to the diesel generator GBCs (turn the CIRCUIT BREAKER SUPPLY switch to position 1); Select an automatic control mode for SEPS (EQUAL, CYCLIC, OPTIMAL or CONST FREQ.); Control of consumers on the switchboards 24VDC, 220VAC and 380VAC should be performed in the manual mode.

Auxiliary Diesel Engine Control


Startup Preparation
Turn on the oil priming pump (set the PRELUBRICATION switch to RUN); Turn on engine preheating (open the cut-off valve in the freshwater system) (depress the PREHEATING ON button).

Standard Start
Depress the START button. At this moment, if pressure in the lubrication system is below 2.0 bar, the electric oil-priming pump will be switched on prior to air supply. When the pressure reaches the specified value, the diesel engine will be started. The engine is brought down to 80% of its rated RPM and is maintained at this RPM for 35 seconds for heating the cooling water and lubrication oil. Then the RPM is brought to the rated value, and the engine is ready to accept 50% of load. After another 2 minutes the engine is ready for 100% load.

Emergency Start
Press the EMCY START button. In this case, the engine will be started without checking the initial oil pressure, and come to its rated RPM in minimum time.

Standard Stop
Remove the generator from MSB buses using the DISCONNECT button of the GCB; Depress the STOP button, In case of a standard stop, the engine is brought down to 80% of its rated RPM and is maintained at this RPM for 1 minute. The engine is then stopped by cutting off the fuel supply.

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SEPS Operation Instructions

Emergency Stop
Press the EMCY STOP button, which will result in automatic disconnection of the generator circuit breaker and fuel supply cutting off. The EMCY START, EMCY STOP buttons are of higher priority. If the engine is started by using first the START button and then the EMCY START, it will be started according to the emergency start procedure from the moment of pressing the EMCY START button. In this case no return to the standard start program is possible. The STOP and EMCY STOP button have a similar way of operation.

Shaft Generator Drive Control


Standard Coupling Engagement
The clutch can be switched on, if the READY TO CLUTCH TURN indicator illuminates (when oil pressure in the gearbox is above 2 bar; the temperature being above 30C); Press the CLUTCH ON button before the gearbox speed doesnt exceed 400 RPM.

Emergency Coupling Engagement


Press the CLUTCH ON button.

Coupling Disengagement
Press the CLUTCH OFF button.

Diesel Generator
Closing to Dead MSB Buses
Start the engine; Check that generator frequency has reached 50 Hz (engine preheated and reached 100% of its rate RPM), and generator voltage has reached 400V; Supply power to GCB (CIRCUIT BREAKER SUPPLY in position 1); Arm GCB, if applicable (move the HAND DRIVE handle to the upper position); Press the CONNECT button.

Setting to the Parallel Operation (MSB Energized)


Start the engine; Check that generator frequency has reached 50 Hz (engine preheated and reached 100% of its rate RPM), and generator voltage has reached 400V; Supply power to GCB (CIRCUIT BREAKER SUPPLY in position 1); Arm GCB, if applicable (move the HAND DRIVE handle to the upper position); Synchronize the generator to be connected to MSB buses manually or automatically.

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SEPS Operation Instructions

Manual synchronization: Use the More/Less buttons of the DG frequency regulation system (GOVERNOR CONTROL 2) to adjust the frequency of the generator to be closed to the MSB frequency. The frequency of the generator to be closed should slightly exceed the MSB frequency. Monitoring is performed using the frequency meters on the synchronization section; Use the More/Less buttons of the DG frequency regulation system (GOVERNOR CONTROL) to reduce the phase difference (phase displacement) between the generator voltage and the MSB voltage. Monitoring is performed using the synchronoscope; At the moment of the zero phase difference (the (12 o'clock indicator illuminates at the synchronoscope) or a minimum phase difference, press the CONNECT GCB button for the generator to be synchronized.

Automatic synchronization: Press the selection button for the generator to be synchronized at the synchronization section (DG1, DG2); Move the synchronization mode switch to the AUTO position.

ATTENTION!
The moment of moving the synchronization mode switch to the AUTO position is the synchronization process starting moment. On completion of the synchronization process, the synchronized generator will be closed to the MSB buses. Then the synchronization mode selection switch will automatically return from the AUTO position to the MANUAL position.

Active Power Distribution in Parallel Operation


Use the More/Less buttons of the DG frequency regulation system (GOVERNOR CONTROL) to change the generator active power. The active load increases with frequency. Monitoring of the active load is performed using the wattmeter on the MSB generator section.

Reactive Power Distribution in Parallel Operation


Adjust generator voltage using the handle of the automatic voltage regulator controller (VOLTAGE). The reactive load increases with voltage. Monitoring of the reactive load is performed using the reactive-power meter on the MSB generator section.

Taking Generator out of Parallel Operation


Use the More/Less buttons of the DG frequency regulation system (GOVERNOR CONTROL) do decrease generator load down to 50kW to 100 kW. The active load decreases with frequency. Monitoring of the active load is performed using the wattmeter on the MSB generator section; Press the GCB DISCONNECT button.

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SEPS Operation Instructions

Shaft Generator Control


Closing to Dead MSB Buses
Switch on the SHG drive clutch; When SHG speed frequency reaches 47.5 Hz to 50 Hz, press the GENERATOR EXCITATION ON button, i.e. supply power to the generator excitation winding; Check that generator voltage has reached 400V; Energize GCB (CIRCUIT BREAKER SUPPLY); Wind the GCB springs (HAND DRIVE), if necessary; Press the CONNECT button.

Setting to the Parallel Operation (MSB Energized)


Switch on the SHG drive clutch; When SHG speed frequency reaches 47.5 Hz to 50 Hz, supply power to the generator excitation winding (press the GENERATOR EXCITATION ON button); Check that generator voltage has reached 400V; Energize GCB (CIRCUIT BREAKER SUPPLY); Wind GCB, if necessary (HAND DRIVE); Synchronize the shaft generator with the MSB buses (manually or automatically).

Manual synchronization: Use the More/Less buttons of the frequency regulation system of one or both diesel generators (GOVERNOR CONTROL) to adjust MSB bus voltage frequency to the shaft generator voltage. Voltage frequency of the SHG to be closed should slightly exceed the MSB voltage frequency. Monitoring is performed using the frequency meters on the synchronization section; Use the More/Less buttons of the DG/DGs frequency regulation system (GOVERNOR CONTROL) to reduce the phase difference (phase displacement) between the shaft generator voltage and the MSB voltage; At the moment of the zero phase difference (the 12 o'clock indicator illuminates at the synchronoscope) or a minimum phase difference, press the CONNECT GCB button for the shaft generator.

Automatic synchronization: Press the selection button for the generator\shaft generator to be synchronized at the synchronization section; Move the synchronization mode switch to the AUTO position.

ATTENTION!
The moment of moving the synchronization mode switch to the AUTO position is the synchronization process starting moment.

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SEPS Operation Instructions

On completion of the synchronization process, the synchronized generator will be closed to the MSB buses. Then the synchronization mode selection switch will automatically return from the AUTO position to the MANUAL position: Use the buttons for changing specified frequency values to reduce the DG/DG's load down to 50kw to 100 kW; Switch off the diesel generator GCB(s).

Taking out of Operation


Set the diesel generator(s) to the parallel operation with SHG; Use the buttons for changing diesel generator(s) frequency to increase its/their load for the purpose of reducing the shaft generator load down to 50kw to 100 kW; Press the DISCONNECT button of the shaft generator circuit breaker.

Emergency Diesel Generator Control


Automatic Mode of Operation
Automatic Start and Closing to ESB Buses EDG is started under condition of MSB voltage disappearance for a duration of more than 3 seconds; Closing to the buses is carried out automatically, when voltage is supplied to the EDG circuit breaker.

Automatic Disconnection from ESB Buses and Stopping EDG GCB is disconnected from the buses automatically, when voltage is supplied to the MSB buses; The engine stops after the generator circuit breaker is switched off. When being stopped, the engine is brought down to 80% of its rated RPM and is maintained at this RPM for 1 minute. Then the engine is stopped.

Manual Mode of Operation


Diesel Engine Start Press the START button at the emergency diesel engine control panel. The engine can be started, if the EDGs READY TO START indicator illuminates. Closing to ESB Buses Supply power to the EDG circuit breaker (move the CIRCUIT BREAKER SUPPLY switch to position 1); Switch on the EDG circuit breaker, i.e. press the CONNECT button.

Disconnection from ESB Buses Turn off the EDG circuit breaker (press the DISCONNECT button); Remove power supply from the EDG circuit breaker (CIRCUIT BREAKER SUPPLY).

Stopping the Diesel Engine Press the STOP button at the emergency diesel engine control panel. This will bring the diesel engine down to 80% of its rated RPM and maintain it at this RPM for 1 minute. Then the engine is stopped.

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Control of MSB Shore Power Supply


Closing Shore Power Supply to MSB
Check the voltage value of the shore power supply using the voltmeter (rated value is 380V) on the SHORE SUPPLY section; Check phase sequence. The RIGHT indicator should illuminate. If the WRONG indicator illuminates, change phase sequence (apply to the simulator Instructor); Supply power to the shore supply circuit breaker (CIRCUIT BREAKER SUPPLY); Connection to the shore supply is possible only in case of complete ship de-energizing. Switch off generator circuit breakers on the generator section for all generators closed to MSB; Switch on the circuit breaker on the shore supply switchboard (press the CONNECT button).

Disconnection of Shore Supply from MSB


Press the DISCONNECT button on the shore supply switchboard; Remove power from the shore supply circuit breaker (circuit breaker supply).

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CHAPTER 3
Auxiliary Machinery and Systems
This chapter contains the description of the simulator module for training the watch personnel in skill of proper operating the ship auxiliary machinery and systems.

Copyright Transas Ltd., Nov 2009

This chapter contains: Introduction ............................................................................................................ 161 Simulator Module Systems ................................................................................... 162 Steam Plant System (SP Page) ....................................................................... 162 Purpose of the System ........................................................................... 162 System Components .............................................................................. 162 Control Panel ......................................................................................... 163 Automatic Mode of Maintaining Steam Pressure................................... 167 Alarm Signals ......................................................................................... 167 Safety System ........................................................................................ 168 System Faults Introduced by the Instructor ........................................... 168 Boiler Fuel System (BFS Page) ....................................................................... 169 Purpose .................................................................................................. 169 System Components .............................................................................. 169 Control Panel ......................................................................................... 171 Alarms .................................................................................................... 174 Safety System ........................................................................................ 175 System Faults Entered by the Instructor ................................................ 175 System Operation .................................................................................. 175 Ballast System (Page BS) ................................................................................ 176 Purpose .................................................................................................. 176 System Components .............................................................................. 176 Control Panel ......................................................................................... 177 Alarm Signals ......................................................................................... 178 System Faults Introduced by the Instructor ........................................... 178 Bilge Water System (BW Page) ....................................................................... 179 Purpose of the System ........................................................................... 179 System Components .............................................................................. 179 Control Panel ......................................................................................... 180 Alarm Signals ......................................................................................... 182 Safety System ........................................................................................ 182 System Faults Introduced by the Instructor ........................................... 182 Steering Gear (SG Page) ................................................................................. 183 Purpose .................................................................................................. 183 System Components .............................................................................. 183 Control Panel ......................................................................................... 184 Alarm Signals ......................................................................................... 185 Safety System ........................................................................................ 185 System Faults Introduced by the Instructor ........................................... 185 Water Desalination Plant (WD Page) ............................................................... 186 Purpose .................................................................................................. 186 System Components .............................................................................. 186 Control Panel ......................................................................................... 187 Alarm Signals ......................................................................................... 193 Safety System ........................................................................................ 193 System Faults Introduced by the Instructor ........................................... 193 Procedure to Put the Plant into Operation ............................................. 193 Central Fire Alarm Station (FA Page) .............................................................. 194 Purpose .................................................................................................. 194 System Components .............................................................................. 194 Control Panel ......................................................................................... 195

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Alarm Signals ........................................................................................ 199 Safety System ....................................................................................... 199 System Faults Introduced by the Instructor ........................................... 199 CO2 Station (CO2 Page) .................................................................................. 200 Purpose of the System .......................................................................... 200 System Components ............................................................................. 200 Control Panel ......................................................................................... 201 Alarm Signals ........................................................................................ 202 Safety System ....................................................................................... 202 System Faults Introduced by the Instructor ........................................... 202 Fire Main and Foam System (FM Page) ......................................................... 203 Purpose of the System .......................................................................... 203 System Components ............................................................................. 203 Control Panel ......................................................................................... 205 Alarm Signals ........................................................................................ 207 Safety System ....................................................................................... 207 System Faults Introduced by the Instructor ........................................... 207 Provision Cooling System (PC Page) .............................................................. 208 Purpose ................................................................................................. 208 System Components ............................................................................. 208 Control Panel ......................................................................................... 210 Alarm Signals ........................................................................................ 216 Safety System ....................................................................................... 217 System Faults Introduced by the Instructor ........................................... 217 Directions for the Plant Operation and Maintenance ............................ 218 Air Conditioning System (AC Page) ................................................................ 224 Purpose of the System .......................................................................... 224 System Components ............................................................................. 224 Control Panel ......................................................................................... 228 Alarm Signals ........................................................................................ 234 Safety System ....................................................................................... 234 System Faults Introduced by the Instructor ........................................... 234 Directions on the Plant Operation and Maintenance............................. 235

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Introduction

INTRODUCTION
The simulator is designed for the training of watch keeping personnel in the correct operation of the ships auxiliary machinery and systems including: Preparation and putting into operation of machinery and systems; Monitoring of their operation by the measured parameters with the assistance of the alarm system; Troubleshooting procedures.

In addition to the training of practical skills, the simulator allows familiarisation with fundamentals of the structure, functioning and interaction of the elements and subsystems. The set of the simulated systems complies with the currently accepted ship standard. Parameters and performance characteristics of the modelled machinery and systems correspond to the actual ones, as the simulator models all the principal processes (thermodynamic, mechanic, gas and hydrodynamic, electrical) in their interrelation. This is an auxiliary machinery and systems simulation of a Ro-Ro Cargo Ship of 5,000 DWT with a four-stroke non-reversible medium-RMP turbo charged diesel ME, and transmission to a controllable-pitch propeller via a gearbox (CPP).

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Simulator Module Systems

SIMULATOR MODULE SYSTEMS


Steam Plant System (SP Page)
Purpose of the System
Steam Plant System is intended for producing steam used as a heating agent in the technical and domestic heaters on the ship.

System Components
The system layout implemented in the simulator is shown on the mnemonic diagram in Fig. 1.

Fig. 1

The following components are included in the system and modelled in the simulator: System of pipelines as a hydro- and gas-dynamic object; Steam generator as a hydro- and gas-dynamic object; Condensate catch tank; Electrically driven feed pumps 1 and 2; Condenser; Valve for the control of cooling water flow through the condenser; Valves main steam valve and valves for the delivery of steam to the consumers; Condensate collect tank make-up valve.

The steam generator is a combined fire-tube boiler (in the left hand part of the mnemonic diagram) operating from both, main engine exhaust gases and from its own furnace.

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Control Panel
In the right hand part of the screen there is the system control panel. The control panel contains the following units: Steam Pressure control control of the steam boiler furnace and steam pressure control unit; Exhaust gas control of the main engine exhaust gas flow through the boiler; Feed Water control of boiler feed pumps and condenser; Boiler valves control of boiler valves; Consumers control of the steam consumer distribution valves.

Control of Boiler Furnace The boiler furnace includes two burners and a fan. The furnace is controlled manually or automatically (by the steam pressure within the boiler).

To enable the performance of these functions, the top part of the panel includes a steam pressure control unit: STEAM PRESSURE CONTROL comprised of the following: Analog and digital pressure gauges for the display of steam pressure within the boiler (bar). At a low/high steam pressure in the boiler Low/High Steam Pressure alarm is activated on the alarm indicator panel;

ON/OFF buttons of the furnace burners: BURNER 1 and BURNER 2 and of the fan: FAN;

Furnace control mode switch which has two positions: AUTO and MANUAL;

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SET POINT rotating knob for making pressure controller setting in AUTO mode. The controller settings can be within the range of 3 to 10 bars. The boiler operating pressure is 8 bars.

BURNER 1, BURNER 2 burner control buttons and FAN control button do not function unless the furnace control mode switch is set to MANUAL position. In AUTO mode the system sets the furnace to the automatic mode of operation by the steam pressure in the boiler. Adjustment of the Exhaust Gas Flow Through the Boiler The unit for adjusting the exhaust gas flow: EXHAUST GAS is in the left bottom corner of the control panel. To produce steam, the combined boiler can use power of the main engines exhaust gases. The flow of exhaust gases through the boiler is controlled with a butterfly valve (in the bottom part of the boiler on the mnemonic diagram). Graphic and digital BEFORE BOILER gauge is used for checking the temperature of exhaust gases before the boiler. Control of the butterfly valve in MANUAL mode is by using FLOW control. If the control is set to 0, the valve is closed and the flow of exhaust gases through the boiler is equal to zero, whilst 100 position corresponds to fully opened valve, the flow of the exhaust gases through the boiler being at its maximum.

The current position of the valve is shown with an arrow and a digital display in the bottom part of the boiler on the mnemonic diagram.

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Control of Boiler Valves and Steam Consumers The steam generated in the boiler goes through the main steam valve into the main steam line, wherefrom it is delivered to the consumers via the distribution box valves. The boiler main steam valve is controlled by using MAIN STEAM VALVE button. The boiler is fitted out with an air valve used for releasing air from the boiler drum into the atmosphere with the rising steam. This valve is controlled by using DEAERAT VALVE button. The sludge from the boiler drum is discharged through the blow valve controlled via DRUM BLOW button. In the top right corner of the panel there are CONSUMERS valve control buttons which include:

DECK delivery of steam on deck; FO HEATING to the fuel oil heating; SEPARATOR to the separator; FO TANK to the fuel tanks for heating; CABINS to the cabins; TO CONDENSER to the condenser.

To open a required valve press an appropriate button: the button indicator will light up in the green colour. If you press a button with a lighted indicator, the valve will be closed. Indicators of opened valve on the mnemonic diagram have green lights. Condenser Control The consumers return steam-and-water mixture which is directed through the reducer valve into the condenser and then into the condensate catch tank. The cooling water flow through the condenser is adjusted by using the valve. The valve is controlled with CONDENSER FLOW setter. The growth of the setter value from 0 to 100 corresponds to the opening of the valve and increase of the water flow through the condenser from zero to the maximum value.

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The current status of the valve connected with the setter is shown on the valves digital display on the mnemonic diagram.

With an insufficient flow of cooled water from the condenser, vapour is fed into the condensate catch tank, this fact shown by VAPOUR indicator.

The water level in the condensate catch tank is shown on the mnemonic diagram. It should be noted that when it reaches red marks on the scale, the system generates an alarm for low/high water level in the condensate catch tank: Low/High Tank Level.

TANK MAKEUP button opens the condensate catch tank makeup valve. Above the button there is a digital and graphic sensor of the water temperature within the condensate catch tank.

Control of Pumps Two feed pumps (one of them a backup) serve for delivering water from the condensate catch tank into the boiler drum. The pumps are controlled manually or automatically. In the central part of the control panel there are ON/OFF buttons of the two pumps: PUMP1 and PUMP2; there is also AUTO-MANUAL switch for each of them.

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PUMP1 and PUMP2 buttons do not operate unless the switch is set to MANUAL position. In AUTO mode the pumps are started automatically with the water level in the boiler at less than 50% of the maximum value and are stopped when the water level in the boiler is 70% of the maximum value. Normally one of the pumps is used in AUTO mode, the second being a backup. The feed pumps charging pressure is checked by the pressure gauge (DISCHARGE) installed above. The feed pumps top limit of charging pressure is 10 bars, when this pressure is exceeded they stop feeding water into the boiler.

Automatic Mode of Maintaining Steam Pressure


AUTO-MANUAL switch in STEAM PRESSURE CONTROL group is responsible for the operation of both, furnace and the exhaust gas flow control valve. In AUTO mode, therefore, neither the valve nor the furnace can be controlled manually. Under the normal conditions (when there are no breaks or actuation of the safety system) the automatics operate as follows. At a low steam pressure it is the exhaust gas flow control valve which is opened first. If it is fully opened, but this is not sufficient for building up the required steam pressure, the fan is switched on, followed by burner 1 (in 30 seconds). If this is not sufficient either, in 30 seconds burner 2 is switched on. At a high pressure the process reverses its order: first burner 2 is switched off, in 30 seconds burner 1 is switched off, then the exhaust gas flow control valve is closed. 30 seconds after burner 1 is switched off, the fan is also turned off. If any devices are turned on in the manual mode, with a switch to the automatic mode the order of turning on/off of the devices is retained. If there is fouling of one or two burners, the operation in AUTO mode is also possible.

Alarm Signals
Low Drum level low water level in the boiler drum; High Drum Level high water level in the boiler drum; Low/High Tank Level high/low water level in the condensate catch tank; Low/High Steam Press. high/low steam pressure; Steam Press. Safety valve actuation of the safety valve; Flame out flame out on the furnace burner; Shut Down boiler stopped by the safety system.

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Safety System
At a high steam pressure in the boiler ( 10 bars), a safety valve opens up and an alarm is triggered off. If no steps are taken to reduce the pressure in the boiler, the steam pressure may continue growing notwithstanding the fact the safety valve is open. If the steam pressure exceeds 12 bars, in several minutes the steam system will break down, Boiler failure message will be displayed and no further operation of the model will be possible; In case of low water level in the boiler or the flame blow-out, the safety system is actuated (Shut down) turning off the burners; In case of the fan break- or shutdown, with the burners operating, Shut Down safety system is actuated and switches the pressure control to MANUAL mode.

To unlock the safety system after the actuation, use SAFETY RESET button also located in the control unit (when turned on, the button indicator lights up).

System Faults Introduced by the Instructor


Steam Pressure Controller Breakdown; Burner1 Breakdown; Burner2 Breakdown; Fan Breakdown; Pump1 Breakdown; Pump2 Breakdown; Boiler Level Controller Breakdown; Flame Out; Steam System Leakage.

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Boiler Fuel System (BFS Page)


Purpose
The system is designed for supplying fuel to the boiler burners (see Steam Plant system). The system allows the burners to use heavy fuel oil or diesel oil for operation. The fuel circulation in the system is provided with two electrically driven pumps operating in Standby: one in operation, the other a standby. The fuel is fed to the burners: Under certain pressure; Of certain temperature which ensures the fuel viscosity of 10-15 cSt required for the adequate fuel atomising by the burners; Through the filter which guarantees separation of solid particles of more than 50 microns to prevent the burner clogging.

In addition to the fuel preparation and supply to the burners, the system insures continuous fuel circulation. This allows the system readiness for operation on the heavy fuel oil to be maintained, regardless of the boiler operating mode. To reduce the heavy fuel oil viscosity, it is subjected to heating: Preliminary in the heavy fuel oil service tanks and pipelines (satellite steam lines); Final in the fuel oil heater.

The fuel oil heating temperature may be as high as 140 . To avoid the fuel boiling up (vapour and foam formation) the system maintains an operating pressure of up to 8 bars.

System Components
The system block diagram is shown in Fig. 2.

Fig. 2

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The layout implemented in the simulator is presented in the system mnemonic diagram shown in Fig. 3.

Fig. 3

Included in the system and imitated in the simulator are the following components: Systems of pipelines with valves as a hydrodynamic object; Tanks, heat exchangers and pipelines as a thermodynamic object; Heavy and diesel fuel oil service tanks which are refilled by using Make Up valves. The heavy fuel oil tank is heated by the steam to reduce the viscosity for the fuel to be pumped. Installed on the heavy and diesel oil filling pipelines are cut-off fast-closing valves (as, e.g. parts of the fire control system). Heavy and diesel oil filling pipes are connected to the inlet of fuel pumps via a three-way (2/1) plug valve, allowing the use of both fuel types without stopping the system; Fuel oil filters at the fuel pump inlet, the so called COLD FILTERs; Fuel pumps 1 and 2 (one of them a backup) ensure the continuous pumping of fuel thorough the filters and fuel heater, allowing the system to be maintained in constant stand-by. These are electrically driven gear-type pumps; Fuel oil heater heats up the fuel to the required temperature (viscosity). This is a steam shell-and-tube heat exchanger. The fuel oil temperature at the heater outlet is controlled by the steam feeding valve. This is done either manually, or by using Temperature Control governor; Fuel oil heater bypassing pipeline used in operation on the diesel oil; Duplicate fuel oil filter (HOT FILTER) at the fuel oil heater outlet for ridding the oil of particles larger than 50 microns. The pressure drop across the clean filter is not more than 0.3 bars. With a drop of more than 0.5 bars, it is necessary to switch to the clean section and clean the fouled filter section;

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Automatic pressure control, which ensures constant fuel pressure at the burner unit inlet. The control is fitted out with the pressure setter; The heated-up and filtered fuel oil is fed to the boiler burners (modelled in Steam Plant system). The return fuel oil tank with the automatic de-aeration valve closes up the fuel system. The tank is located higher than the heavy fuel oil service tank, the middle of the tank at the level of the service tank top.

Control Panel
The control panel is divided into three groups: Fuel pumps, filters and valves control group; Fuel oil heater control group (including the fuel oil temperature automatic controller); Fuel oil tanks and pipelines handling group.

Fuel pumps, filters and valves control group: AUTO-MANUAL switch to select the fuel pump operating mode; PUMP 1 button to turn on fuel pump 1; PUMP 2 button to turn on fuel pump 2;

INLET pressure gauge showing fuel pressure at the inlet of cold fuel filters;

COLD FILTER 1 DROP indicator of pressure drop across cold filter 1;

COLD FILTER 2 DROP indicator of pressure drop across cold filter 2;

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OUTLET pressure gauge showing pressure at the fuel pump outlet;

HOT FILTER DROP indicator of pressure drop across the hot filter;

HOT FILTER 1-2 switch to switch between sections of hot fuel filter;

BURNERS INLET pressure gauge showing fuel pressure at the burner unit inlet;

SET POINT, Bar controller to set pressure at the fuel burner unit inlet;

BURNER 1 ON button to open a cut-off valve before burner 1; BURNER 2 ON button to open a cut-off valve before burner 2.

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Fuel oil heater TEMPERATURE CONTROL group:

MANUAL-AUTO switch to switch between fuel temperature control modes; HEATING controller to control manually (MANUAL mode) the valve feeding steam to the fuel oil heater. 100 position corresponds to the maximum steam supply to the fuel oil heater. The current HEATING controller position is shown in the mnemonic diagram, on the fuel heater digital gauge; SET POINT, rotating knob to set the fuel oil temperature after the fuel heater (AUTO mode); PREHEATER ON and PREHEATER BYPASS buttons to control remotely the valve feeding fuel to the fuel oil heater and BYPASS valve;

STEAM button to control remotely the valve feeding steam to the fuel oil heater; PREHEATER INLET temperature gauge showing temperature at the fuel oil heater inlet; PREHEATER OUTLET temperature gauge showing temperature at the fuel oil heater outlet.

Fuel oil tanks and pipelines handling group: HFO-OFF-DO 3 position switch to control remotely the three-way fuel valve;

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HEATING control to control manually the supply of steam for heating the fuel in the heavy fuel oil tank;

TRACING button to turn on the heating of heavy fuel oil lines with steam; HFO TANK temperature gauge showing temperature in the heavy fuel oil;

HFO MAKE UP button to control the heavy fuel oil tank make-up valve; DO MAKE UP button to control the diesel oil tank make-up valve.

In addition, the mnemonic diagram shows: Level in the heavy fuel oil tank; Level in the diesel oil tank; Operation of heavy fuel oil tank heater; On/off status of fuel pumps; Status of valves; Boiler burner operation.

Alarms

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HFO Tank Low/High Level; DO Tank Low/High Level; Cold Filter 1 High Pressure Drop cold filter 1 fouled, large pressure drop across the filter; Cold Filter 2 High Pressure Drop cold filter 2 fouled, large pressure drop across the filter; Hot Filter High Pressure Drop hot filter fouled (currently active section), large pressure drop across it; Pump Outlet Low Pressure low pressure after the fuel pumps; Burner Input Low Pressure low pressure before burners; Fuel Low/High Temperature.

ENGINE ROOM SIMULATOR ERS 5000. Vessel Model Ro-Ro. Trainee Manual. ERS5-M-053C.

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Safety System
Not modelled separately for the fuel system. It is available in the Steam Plant system. As the Steam Plant safety system is actuated, in the fuel system valves feeding fuel to the burners are closed, fuel pumps stop switching to MANUAL mode in the process. After the safety system actuation, and after the elimination go what caused this actuation, it is necessary to its causes have been eliminated, it is necessary to: cock the safety system by using RESET button (see Steam Plant system).

System Faults Entered by the Instructor


Fuel Pump 1 Failure; Fuel Pump 2 Failure; Cold Filter 1 Fouling; Cold Filter 2 Fouling; Hot Filter 1 Fouling; Hot Filter 2 Fouling; Temperature Governor Failure.

System Operation
1. Check if there are alarm signals in the system. Acknowledge active alarms and sort out the situation: determine what caused the alarm to trigger off. Check if the boiler system safety system is activated (RESET button) (see Steam Plant system). 2. Check if there is fuel in heavy and diesel fuel oil tanks. Replenish the fuel store as required by opening HFO MAKE UP or DO MAKE UP valve and checking the tank refilling by the level indicators. Tank overflow is not permitted. 3. Check the heavy fuel oil temperature in the tank (HFO TANK pressure gauge). If the temperature is low, turn on the heating of fuel in the tank (HFO HEATING button). Do not allow the Fuel Low/High Temperature alarm to be generated. 4. Select the type of fuel to be used by using HFO-OFF-DO switch. 5. With the use of the heavy fuel oil, turn on the heating or pipelines: TRACING button. 6. With the use of heavy fuel oil, supply steam to the fuel oil heater by pressing PREHEATER ON button. Select the steam heater operating mode: MANUAL or AUTO. In MANUAL mode, control the steam supply to the fuel oil heater by using HEATING controller. In AUTO mode, set the required fuel oil temperature by using SET POINT, rotating knob. 7. If diesel oil is used, turn on the fuel oil heater bypassing by using PREHEATER BYPASS button. 8. Select the hot filter section by using FILTER 1-2 switch. 9. Select MANUAL fuel pump operation mode by using MANUAL-AUTO switch. Start the required pump by using PUMP 1 or PUMP 2 button. The fuel will start circulating in the system. 10. Control the pressure at the burner unit inlet by using PRESSURE SET POINT, Bar controller. Check the parameters by using the available pressure and temperature gauges. To enable of operation of burners in Steam Plant system and operation of the boiler, open the supply of fuel oil to the boiler burners by using BURNER 1 ON or BURNER 2 ON button.

11.

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Ballast System (Page BS)


Purpose
The ballast system is designed for taking and removal of isolated ballast (seawater) for the purpose of necessary ship stability (list/trim control, draft change).

System Components
The ballast pumps are located in the dedicated pump section next to the engine room. The pipelines are laid according to the line principle, the pipes running via a special tunnel in the lower part of the hull, their connection to the ballast tanks executed at the lower points of the tanks. The ballast tanks are placed uniformly along the vessel length and symmetrically at the vessel width along the both sides. The system scheme realized in the simulator can be seen in Fig. 4:

Fig. 4

The system has the following components reproduced in the simulator: Sea chests BV3 (port side side sea chest, below the water-line) and BV13 (starboard lower chest at the ship bottom) for sea water intake. The sea chests are provided with filters; Discharging valves (non-return) BV6 and BV16 for discharging water overboard are located above the water line; Pipeline system with fittings as a hydrodynamic object; Ballast pumps Pump 1 and Ballast Pump 2 electrically driven centrifugal pumps; Side (port side and starboard) ballast tanks Water Ballast Tank (WBT) 15; Afterpeak and forepeak tanks;
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Stop valves remote-operated valves Open/Close with status indication; Regulating valves (rotary gates) remote-operated valves with opening rate indication of 0 to 100 %. The system mimic shows liquid levels in tanks (%), water flow rates (m /h) for each tank, stop valve opening indicators and regulating valve opening rate indicators. Using various combinations of stop/regulating valve statuses, the system allows for transfer of current volumes of water between tanks at different flow rates. The movable masses create vertical forces, longitudinal and transverse moments affecting the ship hull trim and draft. The following values are calculated in the process of the mathematical model operation: Water volumes in each tank and corresponding masses; Total and net water masses in tanks; Vertical forces from the masses; Total moments of masses along the X axis and the Y axis of the ship. The mentioned data are processed and used for calculation of the vessel list, draft (fore, aft), and trim.
3

Control Panel
The buildings and structures system control panel includes the following modules: Ballast Pumps 1, 2 Control Modules

The module includes: Pump POWER indicator; Pump start button START; Pump shutdown button STOP;
SELF PRIMING on button;

Pump suction pressure indicator SUCTION; Pump discharge pressure indicator DISCHARGE.

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Stop Valves Control Module

The module includes: buttons for the remote control (opening-closing) of valves arranged in the system along the portside; buttons for the remote control (opening-closing) of valves arranged in the system along the starboard; buttons for the remote control (opening-closing) of valves enabling connection of portside and starboard pipelines. Operating the aforementioned valves, one can achieve a required configuration of the system pipelines in order to provide necessary intakes, overflows and discharges in the system. Regulating Valves Control Module

By changing smoothly the degree of the regulating valves opening, you can obtain the required ballast tank filling/draining rate and, consequently, the rate of changing the draft, list-trim values.

Alarm Signals
For each of the ballast tanks, the BALLAST TANK LEVEL HIGH alarm is foreseen.

System Faults Introduced by the Instructor


Ballast Pump 1 Break ballast pump 1 emergency shutdown; Ballast Pump 2 Break ballast pump 2 emergency shutdown; Ballast High Chest PS Fouling obstruction in the ballast system sea chest at the port side; Ballast High Chest SB Fouling obstruction in the ballast system sea chest at the starboard.

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Bilge Water System (BW Page)


Purpose of the System
The system is designed for collecting, storing, purifying and pumping out oily water of the engine room.

System Components
The system layout implemented in the simulator is shown on the mnemonic diagram in Fig. 5.

Fig. 5

The following components are included in the system and modelled in the simulator: Bilge well; System of pipelines as a hydrodynamic object; Bilge pump; Separator; Oily water tank.

The bilge well (shown in the left bottom corner of the mnemonic diagram) is designed for collecting oily water accumulating in the process of normal operation of machinery and devices in the engine room.

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It is fitted with an intake connection pipe of the bilge pump and digital and graphic liquid level sensors allowing High Bilge Well Level alarm to be triggered off when the permitted level is exceeded. On the picture of the well, there is an indicator of the liquid level within it.

The oily water tank (to the right of the bilge well on the mnemonic diagram) is used for the storage of oily water in the areas where its discharging overboard is prohibited. The tank is also fitted out with a liquid level sensor. When the admissible level is exceeded, Tank Level High alarm is turned on the alarm indicator panel. The bilge pump (above on the mnemonic diagram is used for pumping out the oily water). In the top part of the mnemonic diagram there is a separator: purifying equipment which separates petroleum products from the water.

Control Panel
In the right hand part of the screen page there is the system control panel. The panel contains then following units: Bilge Pump bilge pump control unit; Separator separator control unit; Discharge purified water discharge control unit.

Control of Bilge Pump Bilge pump controls are combined in BILGE PUMP unit which is in the top part of the control panel.

The pump is controlled by using bilge pump START/STOP button and AUTO-MANUAL control switch. START/STOP button does not operate unless the switch is set to MANUAL position.

In AUTO mode, the pump is started when there is a high liquid level in the bilge well and is stopped when the level is low (about 15%). In AUTO mode START/STOP button does not operate.
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In the bottom part of the control panel there are two switches: remote control units for valves on the bilge pump suction and charging sides. Use FROM switch to set the pumps suction from the bilge well Well, or from the collection tank Tank. The pumps charging is set by TO switch: either to the purifying equipment Separ., or to the tank Tank. The switching is indicated on the mnemonic diagram by the change of the arrows direction on the picture of the valve.

Over the switch there are two pressure gauges, which serve for the readout of suction pressure SUCTION and charging pressure DISCHARGE of the bilge pump.

Separator Control SEPARATOR control unit includes ON/OFF button of the purified water heating: HEATING and a control of purifying equipment capacity: BYPASS which controls the bypass valve. This valve allows part of the oily water to be fed direct into the tank bypassing the separator.

Controls 100 position corresponds to the full opening of the bypass valve, 0 to the flow of all the liquid through the separator. The liquid flow through the purifying equipment is shown on the digital display on the mnemonic diagram. Drain Control The separated oil products are drained into the separation waste tank, purified water can be pumped out overboard or into the oily water tank. The discharge can be controlled manually or automatically, the control mode being set with AUTO-MANUAL switch included in DISCHARGE unit.

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Next to it is the switch, which provides the remote control of the discharge valve. The switch has two positions: Sea in this case the draining is overboard and Tank for the discharge in the collection tank. This switch operates in MANUAL control mode only. The direction of the discharge is indicated on the mnemonic diagram by the direction of an arrow on the valve. In the automatic mode (AUTO) the discharge overboard switch is in Sea position if the oil content is less than 15 parts per million (PPM), otherwise the switch is in Tank position, discharging overboard stopped automatically. The valve for discharging water overboard is opened/closed by using DISCHARGE VALVE button. In addition, the discharge control unit contains a digital display showing oil content in the water at the purifier outlet: OIL CONTENT.

The purification quality, i.e. oil content in water at the purifying equipment outlet depends on: Initial fouling degree, i.e. oil content at the inlet; Water flow through the purifying equipment controlled with BYPASS valve; Temperature of the water which is being purified, i.e. its heating.

Alarm Signals
High Bilge Well Level high level in the well; High Tank Level high level in the collection tank; High Discharge Oil content actuated by the oil content in the water at the separator outlet exceeding 15 PPM; High pressure after Pump.

Safety System
Discharge overboard is stopped automatically in case of high oil content in the water.

System Faults Introduced by the Instructor



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Bilge Pump Breakdown; Bilge Well Strainer Impurity fouling of the inlet hole in the bilge pipe in the well; Separator Impurity separator fouling; Extensive Leakages intensive leakage in the engine room, fast filling of the well.

ENGINE ROOM SIMULATOR ERS 5000. Vessel Model Ro-Ro. Trainee Manual. ERS5-M-053C.

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Steering Gear (SG Page)


Purpose
The system is designed for enabling the change of rudder angle to suit the ship manoeuvre requirements.

System Components
The system layout implemented in the simulator is shown on the mnemonic diagram in Fig. 6.

Fig. 6

The following components are included in the system and modelled in the simulator: Hydraulic pipeline as a hydrodynamic object; Operating fluid tank; Hydraulic system pump plant; Hydraulic drive to the stock; Control system with Local Manual and Remote Automated control modes of operation.

The pump plant consists of two electrically driven pumps. The pump pumps over the operating fluid through the pipeline into the hydraulic cylinders. By pumping out oil from the hydraulic cylinders and charging it into other hydraulic cylinders, the pump creates in the latter the surplus pressure which is conveyed via the plungers to the tiller and stock enabling the rudder to turn.

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Two control modes of Steering Gear plant are available: Local control mode from Engine Room. This mode is manual, non-follow-up control mode; Remote control mode from Bridge.

Two remote control modes from Bridge, in turn, are available: Remote, non-follow-up control mode; Remote, automated follow-up control mode.

During remote automated control mode (in the normal conditions) the rudder-over is enabled by a single pump. The second pump is a backup. When fast manoeuvres are required, both pumps are operating.

Control Panel
The central part of the control panel contains: 2-pos. switch for the Steering Gear plant control mode selection LOCAL-REMOTE;

ON/OFF buttons for the pumps: PUMP 1 and PUMP 2. Power indicators show that the pumps are powered;

LOCAL CONTROL mode indicator;

Handle for manual local control (non-follow-up) of steering gear plant.

PUMP 1 and PUMP 2 buttons do not function unless the switch is set to the LOCAL mode of the Steering Gear plant operation. Handle for manual control of Steering Gear do not function unless the switch is set to the LOCAL mode of the Steering Gear plant operation. SB position of handle for turning of rudder to right direction (starboard). PS position of handle for turning of rudder to left direction (port side). REMOTE position of the switch sets the remote mode of the pump plant operation (STAND-BY mode) and Steering Gear, as a whole by order from Bridge. The pump operation is indicated on the mnemonic diagram.

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The level in operating fluid tank is indicated on the mnemonic diagram. Pressure within the hydraulic system is checked by SYSTEM PRESSURE gauge. Above it on the control panel is the rudder angle indicator: RUDDER ANGLE (-400+40).

MAKE UP button remote control of the operating fluid tank make-up valve.

Alarm Signals
Power failure; Control failure control system failure: no response to the control signals; Low pressure pressure drop in the hydraulic system; Pump 1 overload overload (by current) of pump 1; Pump 2 overload overload (by current) of pump 2; Low/High tank level low/high level in the operating fluid tank.

Safety System
Not modelled.

System Faults Introduced by the Instructor


Power Failure; Control Failure fault in the remote automated control system; Pump 1 Breakdown; Pump 1 overload; Pump 2 Breakdown; Pump 2 overload; Oil Leakage.

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Water Desalination Plant (WD Page)


Purpose
The Water Desalination Plant is designed for producing fresh water for the technical and domestic needs from the sea water by the vacuum vaporization followed by the condensation.

System Components
Fig. 7 shows a functional diagram of the water desalination plant.

Fig. 7

1 Combined water and brine ejector. 2 Ejecting water inlet. 3 Air to ejector. 4 Supply of cooling sea water inlet to the condenser. 5 Condenser. 6 Demister vapour separator. 7 Distillate outlet. 8 Feed water inlet. 9 Evaporator. 10 Heating water inlet. 11 Heating water outlet. 12 Outlet of cooling seawater. 13 Brine transfer. 14 Drain valve. The distiller includes heat exchangers, which perform functions of an evaporator (in its bottom part on the mnemonic diagram) and a condenser (in its top part on the mnemonic diagram).

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Due to the high vacuum (85-90%), the brine in the evaporator boils at the temperature of (52+-5). The vapour rises and passes through the demister where it rids itself of the water admixture, and is fed to the condenser where it is cooled with the seawater. In the condenser, the vapour is condensed and pumped out into the distillate tank. The plant capacity is from 0.5 to 10 m per day. The water level in the evaporator is maintained at a constant level by the overflow. Part of the feed water turns to the distilled water, whilst the remaining brine is constantly pumped out of the evaporator by the ejector. As a rule, the plant operates in the automatic mode. The system layout implemented in the simulator is shown on the mnemonic diagram in Fig. 8.
3

Fig. 8

Control Panel
The control panel contains the following units: Sea Water Pump control of sea water supply; Ejector Control ejector control unit; Condenser condenser control unit; Feed Water control of feed water supply; Heating Water control of the brine heating in the evaporator; Distilled Water Pump control of the distilled water pump; Salinity Control control of the distillate salinity degree.

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Control of Seawater Supply To start the system operating, you should first switch on the sea water pump, which is shown, to the left and below the distiller. The sea water pump performs the following three functions: Supplies the feed water to the evaporator; Supplies water for the condenser cooling; Supplies the driving water for the combined air and brine ejector.

To switch the sea water pump on/off use START/STOP button. When the pump is switched on, the button indicator is lighted, and the pump ON indicator is lighted on the mnemonic diagram. Installed over the button is the analog and digital pressure gauge showing the pumps charging pressure.

The sea water flow is controlled by using valves for supplying it into the ejector, condenser, and feed water valve. Changes in these valves condition have a considerable effect on each other. After sea water pump is turned on, open the ejectors cut-off valve. Ejector Control The ejector shown in the top left corner of the mnemonic diagram, maintains the required vacuum in the distiller, as well as the constant feed water level in the evaporator.

To control the cut-off valve of the ejector driving water, use EJECTOR button. Over the button there is an analog and digital gauge providing the distiller pressure (vacuum) readout. Condenser Operation The condenser operation is determined by the cooling water flow and temperature, as well as the boiling conditions in the evaporator. The condenser and water level indicator are shown in the top part of the distiller on the mnemonic diagram.

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The cooling water flow through the condenser is controlled by using cooling water supply VALVE controller. Increasing of the controller parameter from 0 to 100 corresponds to the degree of the valve openness and growth of the water flow through the condenser.

The valves current status (the degree of its openness in %) is shown on the valves digital display on the mnemonic diagram (to the left of and above the distiller). The distillate produced in the condenser is pumped out by the distillate pump (see below). The sea water temperature at the inlet to and outlet from the condenser is checked by using the digital and graphic INLET and OUTLET temperature gauges set to the left of VALVE controller.

With the growing flow and reducing sea water temperature, the condensation conditions improve, but as the feed water enters the evaporator after the condenser, the feed water temperature drops down, so does the ejector capacity. The adjustment is made manually by using the condenser valve. Control of Feed Water Supply The supply of the feed water into the evaporator is possible with the sea water pump turned on, condenser cooling water and feed water valves opened.

The evaporator and brine level indicator are shown in the bottom part of the distiller on the mnemonic diagram.

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The feed water flow through the evaporator is controlled by using VALVE feed water supply controller in FEED WATER group. Increasing of the controller parameter from 0 to 100 corresponds to the degree of the valve openness and growth of the water flow through the condenser up to the maximum value.

The controllers current position is shown on the valves digital display on the mnemonic diagram (to the left of the distiller).

The supply of feed water into the evaporator is monitored by using the flow meter. The amount of the supplied feed water should normally be approximately twice the plant capacity in order to provide the constant brine level and salinity in the evaporator. To the left of the VALVE controller there is an analog and digital pressure gauge providing the readout of the feed water pressure before the valve. Control of Brine Heating in Evaporator Main engine cylinders cooling fresh water is used for heating the brine in the evaporator. As a rule, its temperature varies from 65 to 85. The flow is controlled manually by using the heating water valve depending on its temperature and the required plant capacity.

The heating water valve is controlled via VALVE controller (increasing of the controller parameters from 0 to 199 corresponds to the degree of the valve openness), whilst the heating water temperature is checked by using INLET and OUTLET graphical and digital indicators. The valves current status is shown on the valves digital display on the mnemonic diagram (to the right of the distiller).

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Control of the Distillate Pump Control is exercised from DISTILLED WATER PUMP group.

The distillate produced in the condenser is collected in the condensate collector. The distillate pump pumps out the produced fresh water into the distillate tank (in the right bottom corner of the mnemonic diagram). In the process, the water salinity is checked, and in case of the high salt content in the distillate, it is sent back to the evaporator through the solenoid valve. If the pump is turned off, the distillate flows back into the evaporator when the collector is overfilled.

The distillate pump (to the right of the distiller on the mnemonic diagram) can operate both, in the manual and automatic mode. In the top right corner of the Control Panel there is START/STOP distillate pump button, as well as the AUTO-MANUAL pump control switch. START/STOP button does not function unless the pump control mode switch is set to MANUAL. In the automatic mode (AUTO) the pump is switched on when the distillate level in the condenser is at 95% of the maximum value, and is switched off when the level is at 5%. The pump charging pressure is checked by the analog and digital pressure gauge, which is also installed here. Control of the Distillate Salinity Degree Monitoring and control of the distillate salinity is from SALINITY CONTROL group.

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The distillate salinity depends on the boiling conditions, specifically: Brine salinity in the evaporator (to reduce its salinity, an adequate inflow of the feed water is required to be provided); Difference between heating water temperature and temperature of brine boiling point; Boiling intensity.

Depending on the salinity, the distillate is fed either back to the evaporator or to the distillate tank. Distillate feed direction is determined by the solenoid. This valve is controlled either automatically or manually by the operator. SALINITY CONTROL group includes: AUTO-MANUAL solenoid valve control switch; Digital salinity indicator () for checking the distillate salinity;

Admissible distillate salinity SET POINT knob for the control of the solenoid valve in the automatic mode. The controller is graduated from 0 to 200 PPM (0-2.5 PPM boiler feed water salinity and up to 200 PPM drinking and domestic water salinity);

TANK/EVAP. solenoid valve switch used in case of manual control.

With the actual value of the distillate salinity coincident with the value set by the SET POINT controller, the solenoid valve automatically (AUTO mode) directs its supply to the distillate tank. In the manual mode (MANUAL), use TANK/EVAP. switch for the manual control of the solenoid valve, checking the distillate salinity by the readout of the digital display in the process. Therefore, SET POINT controller is available in the AUTO mode only, whilst TANK/EVAP. switch is available in MANUAL mode only. The direction in which the distillate is fed: to the distillate tank or to the evaporator, is shown on the mnemonic diagram with an arrow in the picture of the three-way valve. During the work, it is necessary to keep an eye on the plant operation parameters. If the plant operation rules are not observed, there may be excessive brine salinization. For the complete removal of brine from the evaporator, use the drain valve (under the distiller on the mnemonic diagram) controlled by using DRAIN button.

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Alarm Signals
Vacuum Failed no vacuum in the distiller; Condenser Level high/low level in the condenser; Brine Level high/low brine level in the evaporator; High Salinity high distillate salinity.

Safety System
Not modelled.

System Faults Introduced by the Instructor


Vacuum Failed no vacuum in distiller; Evaporator Fouled; Condenser Fouled.

Procedure to Put the Plant into Operation


1. Switch on SEA WATER pump. 2. Open the ejectors cut-off valve. 3. Open the condenser cooling water supply valve, which controls the cooling water flow. 4. Open the feed water supply valve as appropriate for the required plant capacity. 5. Open the evaporator heating water valve as appropriate for the heating water temperature and desired plant capacity. 6. Set the solenoid valve control switch in Salinity Control group to AUTO mode. 7. Set SET POINT distillate salinity control to the required position (at 2.5 PPM for obtaining the boiler feed water, at 200 PPM for the drinking and domestic water). 8. Set the distillate pump control switch to the AUTO mode. 9. Check the plant operation parameters maintaining their values within the rated value range.

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Central Fire Alarm Station (FA Page)


Purpose
The Central Fire Alarm Station (CFAS) is designed for the permanent monitoring of fire safety on the ship, remote control of the fire extinguishing system, fire resisting doors, ventilation and cut-off valves of fuel pipelines.

System Components
The system screen is shown in Fig. 9.

Fig. 9

The system includes the ship fire alarm panel, remote start panel of the engine room CO2 system, remote start panel of pumps 1 and 2, fire doors remote control panel and remote control panel of fuel supply system cut-off valves and emergency stop of fuel pumps. There is button for producing the General Alarm signal throughout the ship. The fire alarm system is organised according to the multi-loop principle. Each of the systems loops provides monitoring of a certain ship compartment.

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Control Panel
Ship Fire Alarm Panel The panel takes up most of the page and is divided into the following three groups: 1. Main control panel. 2. Group fire alarm panel. 3. Window with a layout of sensors in the protected rooms. Main control panel The Fire Alarm System is activated after the power supply is turned on by pressing POWER button. Lamp Normal and Emergency indicators installed under the button show that there is power supply. Normal indicator is lighted in case of power supply from main switchboard, Emergency indicator is on in case of the emergency supply.

Installed in the central part of the group are red FIRE and yellow FAULT indicators. FIRE indicator lights up simultaneously with a red lamp on the group fire alarm panel which corresponds to the section of the activated detector in a protected room. FAULT indicator serves for the alarm system diagnostics and light up simultaneously with the yellow indicator lamp on the group fire alarm panel. It indicates a fault in the system: a faulty detector on the loop, or a broken circuit. When FIRE or FAULT alarm indicators light up, a sound signal is turned on. The acoustic alarm is turned off when the generated alarm is acknowledged by pressing on ACKN button. Indicator lamps in the right hand part of the unit signify the following faults: Section off one of the loops is turned off; Section fault fault in one of the loops; Main power fault absence of main power supply in the system; Battery fault faculty accumulator batteries (system backup power supply).

Group fire alarm panel Arranged on the panel are numbered switches of the fire alarm loops, indicator lamps showing fire detector actuation (FIRE) in the loops, indicator lamps showing faults (FAULT) in the loops, as well as indicator lamp testing buttons.

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When a fire detector is activated in a protected room, the signal from the detector arrives at the panel where FIRE indicator lights up on the appropriate loop. At the same time, FIRE indicator comes alight on the main alarm panel, and an acoustic alarm is generated. Similarly, FAULT indicator lights up in case of a detector fault, or short or broken circuit in a loop circuit. Window with a layout of sensors in the protected rooms The window is under the group fire alarm panel.

If a warning lamp lights up in any loop on the group indication panel, click the left mouse button on this section: the layout of protected rooms showing positions of the loops fire detectors will be displayed. Provided below are detector designations (detector indicators): Smoke detector, optical; Smoke detector (optical), watertight; Manual call unit; Manual call unit, watertight; Heat detector; Heat detector, watertight; Smoke detector (ionisation); Smoke detector (ionisation) watertight.

Detector indicators may be in one of three states: Grey coloured indicator POWER OFF; Green coloured indicator means POWER ON; Red coloured indicator means a fire alarm situation.

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Remote Start Panel of Engine Room CO2 System In case of fire in the ships engine room, the CO2 System can be activated (its detailed description is provided in a separate chapter). The simulator allows the system to be started both, from the CO2 station, and remotely from the Central Fire Alarm Station. Controls performing this function are combined in CO2 TO ENGINE ROOM unit displayed in the top right part of the Central Fire Alarm Station.

Press START button to start the CO2 system. This button opens the pilot cylinder which is, in its turn, used for the remote opening, with a certain time delay, of the systems main cylinders. When the system is run, the button indicator is lighted. Pressure at the outlet of the main CO2 cylinders is monitored by the analog and digital pressure gauge (bar) installed to the left. As the CO2 is leaving main cylinders and enters the pipeline, the pressure gauge shows a rise of pressure, and an alert is activated: red READY indicator lights up. Now the main valve is to be opened for the feeding of gas into the protected rooms. To open/close the main valve use MAIN VALVE button. When the valve is opened, the button indicator is lighted. START and MAIN VALVE buttons are protected from an inadvertent press with safety covers, for them to be accessible in the simulator, press on To lift glass.

Engine Room Fire Pumps Remote Start Panel Two fire pumps in the engine room are part of the fire main which is described in detail in the dedicated chapter. Fire pumps in the ships engine room are controlled from the Central Fire Alarm Station of the ship. Fire pump controls are included in FIRE PUMPS unit in the right hand part of the Central Fire Alarm Station. Fire pumps N1 and N2 in the Engine Room are switched on/off by pressing PUMP 1 and PUMP 2 buttons respectively. The pumps charging pressure is monitored by using the analog and digital pressure gauge (bar) installed to the left.

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The lighted POWER lamp indicator next to the buttons shows that there is power supply in the fire pumps.

Fire Doors Closing Indication and Control Panel To control the closing of fire doors and check their condition, use controls included in FIRE DOOR unit.

These include: Fire door CLOSE button; OPEN door indicator; CLOSE door indicator.

Ventilation Remote Control Panel Ventilation controls are included in FANS group:

ENGINE ROOM button to stop fans and close shutters of ventilation systems in the engine room; CARGO SPACES button to stop fans and close shutters of ventilation systems in the ships cargo compartments; AIR COND button to stop the air conditioning system.

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Panel for the Remote Control of Fuel Pumps, Shut-off Valves of Fuel Tanks and of Lubricating and Fuel Oil Storage Tanks Fuel pumps can be switched off remotely (FUEL PUMPS) STOP button, and shut-off valves of lubricating and fuel oil storage tanks (Fuel Cut Off Valves) closed (FUEL CUT OFF VALVES) CLOSE button from the Central Fire Alarm Station.

General/fire Alarm Switch on/off Panel To switch on/off the general/fire alarm use the red button installed in the top right corner of the Central Fire Alarm Station. When switched on, the button and GENERAL ALARM indicator are backlighted.

In addition to the manual switching on of the general fire alarm, automatic generation is also provided. E.g. if the fire alert does not attract anybodys attention for 2 minutes, i.e. it is not acknowledged by pressing ACKN button, the general alarm is automatically triggered off.

Alarm Signals
Fire signal of fire in one or several rooms (detector has been actuated); Fault faulty detector, short circuit or broken circuit in the loop; General Alarm general alarm signal.

Safety System
Not modelled.

System Faults Introduced by the Instructor


Fire near Fuel tanks; Fire near Diesel generators; Fire on Stowage deck; Fire in Separator room; Fire in Pump room; Main Power Failure; Battery failure backup (battery) supply failure.

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CO2 Station (CO2 Page)


Purpose of the System
The CO2 station is designed for the extinguishing of heavy fires in the ship Engine Room, boiler rooms, cargo spaces, etc. The system start is controlled from the CO2 Station (O2 Station screen page, CO2 button) and from the Central Fire Alarm Station (Fire Alarm Station screen page, FA button).

System Components
The system mnemonic diagram is shown in Fig. 10.

Fig. 10

The following components are included in the system and modelled in the simulator: Set of main 2 cylinders; Pilot 2 cylinder; Servocylinder; Main valve; Pipeline with non-return valves; Remote control and alarm system.

The set of main CO2 cylinders is shown in the central part of the mnemonic diagram. The set may consist of several groups of cylinders. Valves of the main cylinders are opened both, manually and remotely. At the cylinders outlet non-return valves are installed for feeding CO2 further through the pipeline into the protected rooms.

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The remote opening of the main cylinder valves is effected by the pilot CO2 cylinder shown in the top part of the mnemonic diagram. At the outlet of the pilot cylinder, a non-return valve is also installed. In case of a manual start, valves of main CO2 cylinders are opened by the cylinder opening link lever (over the main CO2 cylinders on the mnemonic diagram). After the opening of the pilot cylinder, gas passes to the servocylinder through the non-return valve installed at the outlet. The servocylinder is designed for ensuring the time delay of the opening of the main cylinder valves. After the system start by the opening of the main 2 cylinders, the gas is supplied through the non-return valve to the pipeline. To supply 2 to the protected rooms now, open the main valve.

Control Panel
The function of controlling the opening of the pilot CO2 cylinder is performed by START button installed on the panel to the right of the mnemonic diagram. There is an identical button on the Central Fire Alarm Station. At the system start (opening of the pilot cylinder) the button indicator is lighted. The digital display under START button starts the time count-down (about 2 minutes) until the main CO2 cylinders are opened. Simultaneously, an acoustic and visual fire alarm: FIRE ALARM! EVACUATE AREA IMMEDIATELY! is generated, signalling that it is necessary to leave the room because of fire, whilst the red READY button is lighted on the control panel.

Like on the Central Fire Alarm Station, pressure at the outlet of the main CO2 cylinders is monitored by using the digital and analog pressure gauge (bar) installed on the control panel to the right of the mnemonic diagram. After the system start by the opening of the main 2 cylinders, the gas is supplied through the non-return valve to the pipeline, pressure on the pressure gauge starts growing and a red READY indicator lights up under it. The main valve is opened/closed by using MAIN VALVE button in the top right corner of the 2 Station. With the valve open, the button indicator is lighted. The remote control of the main valve is exercised by a similar button of CO2 TO ENGINE ROOM unit on the Central Fire Alarm Station. As the main valve is opened, DO NOT ENTER! CO2 DISCHARGED alarm is generated, and the red GAS button lights up on the control panel. The supply of gas into the rooms is shown on the mnemonic diagram.

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In 2 system, an accidental release of the main 2 cylinders is possible. In this case the pressure gauge shows the rising pressure before the main valve, and an alert is generated both, on the Central Fire Alarm Station and on the 2 Station itself (red READY indicator lights up).

On the pipeline from the main cylinders to the main valve, a safety valve with burst diaphragm is installed to ensure the discharge of gas if there is an excess of the set pressure (>120 bars). This situation may occur in case of, e.g. fire on 2 Station. Then when the safety release valve is actuated, the outgoing gas extinguishes fire on the 2 station. Any alarm signal noted by the user is acknowledged by pressing ACKN button in the bottom part of the control panel.

Alarm Signals
2 Start CO2 station has been started, gas supply time countdown has begun; 2 Discharge gas has been fed to the system, pipeline under the pressure; 2 in Manifolds gas has been fed to the protected rooms.

Safety System
Not modelled.

System Faults Introduced by the Instructor


Fire in 2 room; 2 cylinder accidental release.

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Fire Main and Foam System (FM Page)


Purpose of the System
The Fire Main System is designed for extinguishing fire in all the rooms on the ship. Along with the Fire Main System, the Foam System is used for extinguishing fire in the Engine Room, pump room, boiler compartment and other rooms and on decks. High-expansion foam (1:1000) is used for fire fighting in the Engine Room and pump room. The main equipment and controls of the Foam System are arranged in the Foam System Station. In the simulator, the start of the Fire Main and Foam System is controlled from Fire Main and Foam System screen page (FM button).

System Components
The system mnemonic diagram is shown in Fig. 11.

Fig. 11

The following components are included in the system and modelled in the simulator: System of pipelines as a hydrodynamic object; Electrically driven Fire pump 1 and Fire pump 2; Emergency Fire pump driven autonomously by the internal combustion engine; Sea chests; Foam preparation and supply system.

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3

Fire pumps 1 and 2 with the total capacity of about 140 m /h are located below the waterline beyond the protected rooms. Installed on the pumps delivery pipes are safety relief valves and non-return cut-off valves, whilst cut-off valves are installed on the suction lines (to the right of the pumps on the mnemonic diagram). At the exit from the Engine Room, there is an isolating valve which cuts off the Engine Room during the fire. If there is fire in the Engine Room and the isolation valve is closed, the fire main is fed from the emergency fire pump. The emergency fire pump included in the Fire Main System is shown in the left hand 3 part of the mnemonic diagram. The capacity of the emergency pump is about 50 m /h, it has a diesel drive, self priming system and takes water from a separate sea chest (in the left bottom corner of the mnemonic diagram). The pump is situated in a separate compartment not higher than 6 meters from the light draft waterline. To start the emergency pump operating, it is necessary to open the cut-off valves on the suction and charging lines, start the pump and turn on the pumps self-priming system. The self-priming system will not be turned on until the emergency fire pump is started. The Fire Main ensures the delivery of water from the pumps to the place of fire. It spreads over the entire ship area so that each possible ignition site is covered with at least two water jets (distance between the fire hydrants is in the order of 20-30 metres). The main is fitted out with the international shore connection. One of the fire hydrants is located directly on the pumps charging line immediately after the non-return valves. Where the fire main exits onto the open decks, it has cut-off valves and water drain. Along with the Fire Main System, the Foam System is used for extinguishing fire in the Engine Room, pump room, boiler compartment and other rooms and on decks. There are fixed foam generators in the protected rooms, whilst on decks there are deck foam monitors and portable foam generators. The following equipment is arranged in the room of the Foam Station: Foam compound tank fitted out with the air and filling valve. The drain is though the valve in the bottom part of the tank. The level in the foam compound tank (in per cent) is monitored by the scale and digital display installed on its casing; Pump delivers the foam compound from the tank to the proportioner by the pump (to the right and below the tank on the mnemonic diagram) on whose suction line a cut-off valve and a filter are installed; Proportioner. From the operating pump the foam compound is then delivered to the proportioner. From the other side water is fed to the proportioner through the line from the fire pumps through the open valve; The foam compound and water proportioner is fitted out with a control metering valve as well as the automatic diaphragm valve and by-pass valve.

For the control of the foam delivery in the ship compartments where fire originated, cut-off valves are installed at the outlet from the foam station.

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Control Panel
The control panel is located on the screen to the right of the mnemonic diagram and contains several control groups: Fire Pumps Group The group is in the top part of the control panel. FIRE PUMPS group combines fire pump operation monitoring and control units.

Main fire pumps 1 and 2 in the Engine Room are switched ON/OFF by using PUMP 1 and PUMP 2 buttons respectively. When the pump is switched on, the button indicator is lighted, and the pump indicator lights up on the mnemonic diagram. The pumps charging pressure is monitored by the analog and digital pressure gauge (bar) above the buttons. The availability of power supply in the fire pumps is shown by the lighting of the appropriate POWER lamp indicator next to the button. Similar controls and indicators are installed at the Fire Alarm Station where the remote control of the fire pumps in the ship Engine Room is exercised. The isolating valve which cuts off the Engine Room during the fire is opened/closed by using ISOL. VALVE button. The lighted button and valve indicators on the mnemonic diagram correspond to the isolation valves open state. Emergency Fire Pump Group All the emergency fire pump controls are combined in EMERGENCY FIRE PUMP group.

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To start/stop the emergency fire pump use START/STOP button. When the pump is turned on, the indicator lights up on the control panel, and the pump indicator lights up on the mnemonic diagram. To open/close cut-off valves on the suction and charging lines use SUCTION and DELIVERY buttons. PRIMING button turns ON/OFF the emergency pumps selfpriming system. The self-priming system will not be turned on until the emergency fire pump is started. The emergency fire pumps suction and charging pressure is monitored by two analog and digital pressure gauges of EMERGENCY FIRE PUMP unit. Valves Group The group serves for the control of a number of system valves. There is an isolating valve at the exit from the Engine Room controlled remotely by using ISOL. VALVE button. To supply water from the fire pumps to the ship compartments, open the valve by using WATER MIST button. Foam System Group OPEN button for the control of the tank valves and the foam compound pump START button are included in FOAM SYSTEM group on the control panel. Before starting the forma compound supply pump, it is necessary to open the tank air valve (above the tank) and the pump suction valve by using OPEN button. The pump itself is started/stopped by pressing START button.

The delivery of the foam compound from the tank to the proportioner is monitored by the pumps charging pressure read from the analog and digital pressure gauge. Foam Line Group For the control of the foam delivery in the ship compartments where fire originated, cut-off valves are installed at the outlet from the foam station.

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These valves are opened/closed remotely by using the buttons included in FOAM LINE group: DECK to deliver foam onto the deck; SEPARAT ROOM to deliver foam to the separator room in the Engine Room; PUMP ROOM to deliver foam to the pump room; BOILER ROOM to deliver foam to the boiler compartment.

When the valves are open, their respective button indicators on the control panel and valve indicators on the mnemonic diagram are lighted.

Alarm Signals
No modelled.

Safety System
Not modelled.

System Faults Introduced by the Instructor


Fire Pump 1 Breakdown failure of fire pump 1; Fire Pump 2 Breakdown failure of fire pump 2.

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Provision Cooling System (PC Page)


Purpose
The automatic Provision Cooling System is intended for creating and maintaining the set temperature conditions for the storage of food in two groups of provision stores.

System Components
The system mnemonic diagram is shown in Fig. 12.

Fig. 12

The following components are included in the system and modelled in the simulator: Provision stores as a thermodynamic object; Refrigeration plants 1 and 2; Gas a liquid lines with valves as hydro- and gas dynamic objects; Cooling sea water pump.

The provision stores are divided into groups proceeding from the level of temperature maintained in them. The first group includes three provision storerooms for the storage of frozen foods: Butter storage of butter at a temperature of -2; Meat storage of meat at a temperature of -15; Fish storage of fish at a temperature of -15.

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The other group includes three provision storerooms for the storage of chilled food: Fruit storage of fruit at a temperature of +2; Vegetables storage of vegetables at a temperature of +2; Dry prov. storage of dry provisions at a temperature of +8.

Each of the refrigeration plants operates for its group of consumers. However, the refrigeration performance of each refrigerator is sufficient for the supply of both storeroom groups if required. This capability is ensured by the availability of connecting lines with cut-off valves. Freon R134a has been selected for the main liquid refrigerant, there is a capability to switch to R401b. The sea water pump which is in the right bottom corner of the mnemonic diagram, supplies water for the cooling of condensers 1, 2.

Condensers 1 and 2 are located in the bottom part of the mnemonic diagram. Shown here is the liquid refrigerant level in the condenser collector. The sea water flow for the condenser cooling is controlled by using the condensing pressure governor (water control valves) installed on the water supply lines to condensers 1 and 2.

Compressor 1 maintains the required temperature conditions in the frozen food stores (Butter, Meat, Fish), compressor 2 maintains the required temperature in the chilled product storerooms (Fruit, Vegetables, Dry prov.).

When the compressors are operating, indicators of the compressor operation light up on the mnemonic diagram. Also shown here is oil level in the compressor case and the degree of openness of the compressor suction valve. Automatic adjustment of the compressor refrigeration performance is provided in two ways: compressor STAR/STOP and bypassing. Adjustment by bypassing is performed by using the performance suction pressure governor control. On the mnemonic diagram, the regulator is set on the compressor bypass line. The current position (extent of openness) is shown on the digital indicator of the performance regulator on the mnemonic diagram. The sight glass located on the liquid line on the mnemonic diagram shows the state of the liquid refrigerant and moisture content.

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The air temperature in the storerooms is maintained with the air coolers. The thermo switch monitors the temperature in the pertinent provision storeroom and controls operation of the solenoid valves in the refrigeration chamber, as well as the operation of the air cooler valve. As the solenoid valve is opened, its OPEN indicator lights up on the mnemonic diagram (above the air cooler). Operation of the air cooler fan is reflected on the mnemonic diagram.

Liquid refrigerant is supplied to the air cooler by the thermostatic expansion valve (above the air cooler on the mnemonic diagram). The current status degree of openness) is shown on the digital indicator of the thermostatic expansion valve on the mnemonic diagram.

Control Panel
The control panel located in the right hand part of the screen page contains the following groups: Control of sea water supply; Control of pipeline cut-off valves; Control of compressors; Control of provision storerooms.

SW PUMP Group Control Of Seawater Supply

The sea water pump is turned on/off by using ON/OFF button. When the pump is ON, the button indicator is backlighted, and the pump ON indicator lights up on the mnemonic diagram.

Set above the buttons on the control panel is the digital pressure gauge which shows the pumps charging pressure.

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To the right of the pressure gauge on the control panel, there are three temperature gauges showing sea water temperature at the system inlet INLET and temperature of the water after condensers 1 and 2 OUTLET 1 and OUTLET 2 respectively.

Group for the Control of Pipeline Cut-off Valves POWER indicator shows that the system is powered. SHUT OFF VALVES button serves for the control of cut-off valves on the vapour and liquid connection lines on the mnemonic diagram. A press on the button opens the valves, thus ensuring the interchange ability of the compressors. When the valves are opened, the valve OPEN indicators light up on the mnemonic diagram and the button on the control panel is backlighted. Compressor Control Group

There are two tabs in the group: COMPRESSOR 1 and COMPRESSOR 2 which are used for selecting the parameter monitoring instruments and controls of the required compressor:

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Installed on the control panel are amperemeter (shows electrical current), SUCTION/vacuum gauge (shows suction pressure), and two pressure gauges (DISCHARGE shows charging pressure, OIL pressure gauge shows pressure in the compressor lubricating system).

With a high charging pressure in the compressor, an alarm is generated: appropriate lamps start flickering in the bottom part of the screen. The alarm is also generated in case of lows pressure in the compressor lubricating system. In the centre of the control panel there are three temperature gauges for determining the liquid refrigerant temperature on the suction line SUCTION, on the charging line DISCHARGE, and in the condenser CONDENSER.

With a high compressor discharge temperature, an alarm is generated, and appropriate lamp starts flickering in the bottom part of the screen. In the left hand part of the control panel, AUTO-MANUAL compressor operating mode switch is located. As the switch is set to AUTO position, control of the compressor motor operation and solenoid valves is exercised automatically.

Adjustment of water control valves for maintaining the set condensing pressure value (0.6 0.7 MPa) is made on the control panel. In the left hand part of the control panel, there is PRESSURE SET COND. condensation pressure controller (controller is in Fig. to the right).

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The current condition of the condensation pressure control (degree of openness) is shown on the controller digital indicator on the mnemonic diagram. If the switch is set to MANUAL position, to turn the compressor on, it is first necessary to open the master solenoid by pressing MASTER SOLENOID button on the control panel. The button indicator is backlighted, and the valve open status indicator lights up on the mnemonic diagram. Then the compressor is turned on by using ON button on the control panel.

OFF button serves for turning the compressor off.

The suction valve of the compressor is opened via SUCTION VALVE setter in the right hand part of the control panel.

Adjustment of the compressor refrigeration performance is provided in two ways: compressor STAR/STOP and bypassing. The compressor is started in stopped automatically by the lows pressure switch. The switch is adjusted by using PRESSURE analog setter. On OFF scale, set the suction pressure value whereupon the compressor cylinders will turn off.

On ON scale, set the pressure value whereupon the compressor will turn on. System valve control buttons are in the bottom part of the group. The lighted button indicator corresponds to the valves open status. As a valve is opened, the valve OPEN indicator lights up on the mnemonic diagram. Button for the control of the shut-off valves on the liquid refrigerant drain from the condenser. Button for the control of the valve for the system replenishment with liquid refrigerant. Button for the control of the moisture eliminator shut-off valve.

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Button for the control of the moisture eliminator bypass valve (used when the moisture eliminator is replaced). Button for the control of the valve for the supply of oil into the compressor.

Button for the control of the valve used in the procedure of releasing air from the system.

Control of Provision Storerooms Group

In the top part of the group there are tabs for switching monitoring tools and controls of different provision storerooms:

Set to the left on the control panel is a thermometer showing the current temperature in the provision storeroom. With a high temperature in the cooled space (3 higher than the set value) an alarm is generated a lamp starts flickering in the bottom part of the screen indicating the pertinent provision storeroom, e.g. that for the storage of butter: High T Butter.

To the right of the temperature gauge on the control panel, there is a digital controller of the thermoswitch monitoring the temperature in the pertinent provision storeroom and controlling operation of the solenoid valves in the refrigeration chamber, as well as the operation of the air cooler valve. As the solenoid valve is opened, its OPEN indicator lights up on the mnemonic diagram (above the air cooler).

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In the centre of the control unit, there is a pressure gauge showing the pressure and boiling point in the pertinent air cooler.

To the right of the pressure gauge on the control panel for butter (Butter) and dry provisions (Dry prov.) storerooms, there is a setter of PRESS. evaporation pressure control. The controls current state is shown on the digital indicator on the mnemonic diagram (below the air cooler of the pertinent storeroom). Arranged in the bottom part of the control panel are buttons: Storeroom loading/unloading control button. It is first necessary to open the storeroom door by using DOOR button (see below). Then press LOADING button to open the following dialogue window on the screen:

The window heading indicates which storeroom will be loaded/unloaded. The central part of the dialogue window displays an open storeroom door and the amount of goods in kg which is currently stored there. Enter the amount of products to be unloaded in MASS box in the left hand part of the dialogue window (UNLOAD) and press APPLY button. To load the storeroom, enter the required amount of goods in MASS box in the left hand part of the dialogue window (LOAD), enter temperature in T box and press APPLY. The procedure for loading provisions in the chamber can be performed from the instructor workplace as well. In Data Monitor window, enter the amount of goods in kg in the selected chamber. If there were no goods in the chamber at the loading time, the provisions which are being loaded will be stored in the chamber with the temperature equal to the refrigeration chamber temperature. If there were some goods in the chamber at the loading moment, the provisions which are being loaded will have a temperature of the provisions already stored in the chamber. Door control button. It is used for the loading and unloading of goods into/from the storeroom. When the door is opened, the button is lighted, and an open door is shown on the mnemonic diagram (in the bottom part of the storeroom). The door will not close as long as the light in the storeroom is on.

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Storeroom lighting button. The lighted button corresponds to ON status. The light cannot be turned on unless the storeroom door is open. In the right bottom corner of the control panel, there is DEFROSTER unit which includes AUTO-MANUAL switch for the control of the refrigeration equipment defrosting system.

In the right bottom corner of the control panel, there is DEFROSTER unit which includes AUTO-MANUAL switch for the control of the refrigeration equipment defrosting system.

Button for the control of the evaporator defrosting process when the switch is in MANUAL position. During the defrosting the button is backlighted, and a red coloured indicator lights up on the mnemonic diagram (next to the air cooler).

Alarm Signals

216

High T Butter temperature setting in the storeroom exceeded (by 3 ); High T Meat temperature setting in the storeroom exceeded (by 3 ); High T Fish temperature setting in the storeroom exceeded (by 3 ); High T Fruit temperature setting in the storeroom exceeded (by 3 ); High T Vegetables temperature setting in the storeroom exceeded (by 3 ); High T Dry Provis. temperature setting in the storeroom exceeded (by 3 ); High Press. Compr. 1 Out high pressure at the outlet of Compressor 1; High T . Compr. 1 Out high temperature at the outlet of Compressor 1; Low Press. Compr. 1 Oil low oil pressure in Compressor 1; Low Level. Compr. 1 Oil low oil level in Compressor 1; Solenoid 1 Closed solenoid valve in Compressor 1 closed; Compressor 1 Shut Down Compressor 1 stopped automatically; High Press. Compr. 2 Out high pressure at the outlet of Compressor 2; High T . Compr. 2 Out high temperature at the outlet of Compressor 2; Low Press. Compr. 2 Oil low oil pressure in Compressor 2; Low Level. Compr. 2 Oil low oil level in Compressor 2; Solenoid 2 Closed solenoid valve in Compressor 2 closed; Compressor 2 Shut Down Compressor 2 stopped automatically; Low Press. Cool Water low pressure of cooling sea water; Man In Cold Store.
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Safety System
No available as an individually implemented subsystem, provided by the system automatics.

System Faults Introduced by the Instructor


Ref. Power fault system power supply fault; SW Reg. Valve 1 Fault faulty sea water valve 1; SW Reg. Valve 2 Fault faulty sea water valve 2; Air in System 1; Air in System 2; Excessive moisture Filter 1; Excessive moisture Filter 2; Condenser 1 Fouling; Condenser 2 Fouling; Compressor 1 breakdown; Compressor 2 breakdown; Refrigerant leakage from System 1; Refrigerant leakage from System 2; Oil leakage from Compressor 1; Oil leakage from Compressor 2; Term. Exp. Valve Fouling (Fish) fouling of temperature valve in the storeroom; Term. Exp. Valve Fouling (Meat) fouling of temperature valve in the storeroom; Term. Exp. Valve Fouling (Butter) fouling of temperature valve in the storeroom; Term. Exp. Valve Fouling (Fruit) fouling of temperature valve in the storeroom; Term. Exp. Valve Fouling (Vegetables) fouling of temperature valve in the storeroom; Term. Exp. Valve Fouling (Dry Prov.) fouling of temperature valve in the storeroom; Snow Coat (Fish) growth of snow coat in the storeroom; Snow Coat (Meat) growth of snow coat in the storeroom; Snow Coat (Butter) growth of snow coat in the storeroom; Snow Coat (Fruit) growth of snow coat in the storeroom; Snow Coat (Vegetables) growth of snow coat in the storeroom; Snow Coat (Dry Prov.) growth of snow coat in the storeroom; Thermostat Fault (Fish); Thermostat Fault (Meat).

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Directions for the Plant Operation and Maintenance


Procedure for Starting the Plant in Manual Mode 1. Turn on the sea water pump. Monitor its operation by the pressure gauge.

2. Set the compressor operating mode switch to MANUAL position.

3. Open the shut-off valves on the liquid refrigerant circulation lines.

4. If the refrigeration plant is expected to operate for its own group of storerooms only, shut-off valves on the connecting steam and liquid pipelines are closed. If one of the refrigeration plants operates for both groups of consumers (the second plant is not turned on), the shut-off valves should be closed. 5. Adjust the low pressure switch. On OFF scale, set the pressure value whereby the compressor is turned off. By the moment of the compressor stop, the temperature in all the cooled storerooms should achieve the set value.

On ON scale, set the pressure value whereby the compressor is turned on. By this moment, temperature in at least one room has grown to more than the set value. 6. Adjust thermoswitches for each storeroom.

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7. For Butter and Dry. Prov. storerooms. Adjust the evaporation pressure control.

8. Open the master solenoid valve.

9. Start the compressor.

10. 11.

Set the operating mode switch of the equipment defrosting system to AUTO position. Set the time interval (in hours) at which the defrosting of refrigeration equipment will be performed in each cooling space.

12.

Set the defrosting system control switch to AUTO position.

13.

Monitor the plant operation parameters maintaining their values within the standard range. You will be advised about all the faults by the alarm system. As a monitored parameter reaches the maximum permissible value, the safety system is actuated: an appropriate alarm is turned on in the bottom part of the screen. Load (unload) as necessary the set mass of goods (products) into/from the storerooms.

14.

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Defrosting of Refrigeration Equipment in Manual Mode This is used in case of excessive growth of hoar frost on the surface of refrigerating units. If the thickness of the hoar frost layer is 5 mm or more, and the equipment defrosting process has not been started automatically, then it is necessary to: 1. Set the defrosting system control switch to MANUAL position.

2. Press ON button under the switch.

Replenishment of Liquid Refrigerant This is performed if the refrigerating plant operating mode indicates the insufficiency of liquid refrigerant in the system (low level of liquid refrigerant in the condenser receiver part, gas bubbles in the sight glass, low suction pressure, extensive overheating on the suction line and high charging temperature): 1. Set the compressor operating mode switch to MANUAL position.

2. Close the shut-off valve on the liquid line after the condenser.

3. Open the make-up valve. 4. Monitor the liquid refrigerant level by using the sight glass on the receiver part of the condenser. 5. After the end of the process, close the make-up valve (the liquid refrigerant level on the condenser sight glass is 0.40.5 ). 6. Open the shut-off valve after the condenser. 7. Turn the compressor on.

8. Set the operating mode switch to AUTO.

9. Monitor the refrigerating plant operation parameters. In case of the system overfilling with liquid refrigerant, there may be damp compressor operation.

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Compressor Replenishment with Oil This is performed if the oil level in the sight glass on the compressor sump has dropped to below mark. The oil should best be added with the compressor not running (the oil level is clearly visible in the sight glass): 1. Set the compressor operating mode switch to MANUAL position.

2. Close the compressor suction valve. 3. After the suction pressure (in the sump) has dropped to a value below the atmospheric pressure ( -0.5 bars), stop the compressor. 4. Open the oil make-up valve.

5. After the end of the process (oil level is not higher than 2/3 of the sight glass), close the valve. 6. Turn the compressor on.

7. Set the operating mode switch to AUTO position.

8. Monitor the refrigerating plant operating parameters. Where the compressor cannot be stopped (e.g. loading of a considerable amount of goods with rather high temperature) at the moment of oil replenishment, it is necessary: 1. To re-adjust the low pressure switch on OFF scale make -0.5 -0.3 setting.

2. After the pressure has dropped below the atmospheric pressure, open the oil make-up valve. 3. After the end of the process, close the valve. 4. Re-adjust the low pressure switch to the operating mode. 5. Monitor the refrigerating plant operating parameters. If oil is added to the operating compressor, the replenishment will be either excessive or incomplete.

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Air Discharge This is performed if the pressure gauge needle on the charging line makes jerking oscillatory motions, and the charging pressure exceeds the optimum value by 0.2 MPa and more: 1. Set the compressor operating mode switch to MANUAL position.

2. Turn the compressor off.

3. Turn the compressor off (on the right in Fig.).

4. After the water temperature drops at the condenser outlet (OUTLET temperature gauge) down to the sea water temperature (INLET temperature gauge), open the valve for the discharge of air from the system. 5. As the charging pressure drops to the value corresponding to the optimum condensation temperature, i.e. as the temperature readings in DISCHARGE pressure gauge and DISCHARGE temperature gauge are equalised, close the air discharge valve. 6. Monitor the level of liquid refrigerant by using the sight glass on the condenser (there should be no lowering of the level). 7. Adjust the condensation pressure control for the maintaining of the set pressure value (0.6 0.7 MPa). 8. Turn the compressor on.

9. Set the operating mode switch to AUTO position.

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Replacement of Filter Drain This is done when the colour of the sight glass indicator changes. The indicator colour changes from green to yellow as the moisture penetrates in the liquid refrigerant system: 1. Close the shut-off valves of the filter drain.

2. Open the bypass valve of the filter drain.

As this is done, the indicator colour will change from the yellow colour to green, i.e. there will be an imitation of the filter drain replacement: 1. Open the shut-off valves of the filter drain. 2. Close the bypass valves of the filter drain. Compressor Breakdown In case of failure of one of the compressors, the other compressor will maintain the required temperature in all the six provision storerooms: 1. Re-adjust the low pressure switch of the operating compressor (N2) as required (in case of breakdown of compressor N1). 2. Set the operating mode switch of the stopped (broken) compressor to MANUAL position.

3. Close the master solenoid valve on the refrigerating plant which is not operating. 4. Open the shut-off valves on the steam and liquid connecting lines.

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Air Conditioning System (AC Page)


Purpose of the System
The central straight flow twin-channel high-pressure conditioning system is designed for the year-round moisture and temperature treatment of the air in the accommodation spaces, mess room and other rooms on the ship.

System Components
The system mnemonic diagram implemented in the simulator is shown in Fig. 13.

Fig. 13

The following components are included in the system and modelled in the simulator: System of pipelines as a hydro- and gas dynamic object; Refrigeration plant; Cooling sea water pump; Steam air heaters; Air coolers; Centrifugal straight flow blower with an air filter; Moisture control unit.

The central straight flow twin-channel high-pressure conditioning system is designed for the year-round moisture and temperature treatment of the air in the accommodation spaces, mess room and other rooms on the ship.

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The air is propelled through the conditioner by the centrifugal straight flow blower with an electric motor and air filter. When the blower is operating, its operation indicator lights up on the mnemonic diagram. In case of the air blower breakdown, the air is supplied to the conditioning system from the air blower of the conditioner on the other side, through the shutter on the mnemonic diagram. The plant has two steam air heaters of the first level BH1 (after the air blower) and of the second level B2 (at the conditioner outlet), shown the top part of the mnemonic diagram.

The air temperature after the first and second levels of heaters is controlled automatically by varying the water steam feed with the use of steam control valves (direct acting temperature controls). In this case, the first stage control is adjusted for maintaining constant temperature in the first duct, whereas the setting of the second stage control varies automatically with the ambient temperature. In case of automatic steam control valve failure, the steam supply is controlled by using manual control valves. The current status of the steam control and manual control valves (degree openness) is shown on the valves digital indicators on the mnemonic diagram. At an ambient temperature of below 5, the treated air is saturated with water steam. The air saturator along with the demister are located after the first stage of the air heater on the mnemonic diagram.

The plant has two air coolers of the first (1) and second (2) stages of direct cooling. The air coolers are located in the top part of the mnemonic diagram. Installed after the air coolers are demisters.

The liquid refrigerant is supplied to the air coolers via the thermostatic expansions valves (below the air coolers on the mnemonic diagram). The current status (degree of openness) is shown on the digital indicator. As the solenoid valves are opened, their open status indicators light up on the mnemonic diagram (above and below air coolers).

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The right hand part of the mnemonic diagram shows part of ship compartments serviced by the conditioner where it maintains desirable air temperature and humidity. The air parameters are controlled by using a cabin air distribution switch set in the room. The sea water pump supplies water to the condenser and compressor cooling. The sea water flow for the condenser cooling is controlled by using the condensing pressure control (water control valve) set on the water supply line to the condenser. The current position (degree of openness) is shown on the digital condensing pressure indicator on the mnemonic diagram.

Flow indicators are set on the mnemonic diagram on the pipelines for the water discharge from the condenser and compressor.

At an ambient temperature of 25 and more degrees, the conditioning system switches to SUMMER operating mode. In this case, it is serviced by the refrigerating plant using Freon 22. The piston eight-cylinder compressor is located in the left bottom part of the mnemonic diagram.

When the compressor motor is operating, an indicator in the centre lights up, as the cylinders are brought into operation, indicators light up showing the operation of corresponding cylinder pairs in the compressor. The bottom part of the compressor on the mnemonic diagram shows the oil level in the sump. The compressor refrigeration performance is controlled by taking its cylinders out of operation, pair by pair, on the account of electromagnetic pushing of suction valve plates with the drop of the suction pressure which varies with the change of the air coolers thermal load. Electromagnetic pushing devices are controlled by the low pressure switch by means of a control system which includes a time switch. On the charging side of the compressor, there is an oil separator with an automatic float valve for the return of oil to the compressor sump. The oil separator shows the oil level in the device.

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Installed on the oil line for the return of oil to the compressor sump, are a filter, oil flow indicator and a solenoid valve which opens up at a command from the thermal switch as the temperature in the oil separator grows to 60 .

As the solenoid valve opens up, its indicator on the mnemonic diagram lights up. The condenser is situated in the central part of the mnemonic diagram. The device has an air release valve; the valve open status is shown by an indicator on the mnemonic diagram: a highlighted arrow.

The receiver is located on the mnemonic diagram next to the condenser. Here the level of the liquid refrigerant in the container is shown. Installed on the equalising steam pipeline between the condenser and receiver is a solenoid valve which is opened as the compressor is started and closed when the compressor is stopped. When it is open, the solenoid valve open status indicator lights up on the mnemonic diagram. Safety release valves are installed on the receiver and condenser. As the pressure in the device (container) grows to above the maximum admissible value of 20 bars (excessive pressure), the safety valves are actuated and the device (container) is connected to the pipeline for the emergency discharge of refrigerating fuel overboard. The actuation of the safety valve is shown on the indicator installed on the emergency pipeline, in addition an arrow lights up showing the discharge of liquid refrigerant overboard. Moisture is removed from the liquid refrigerant system by using the moisture eliminator located in the left hand part of the mnemonic diagram. To control the moisture eliminator during its replacement procedure, use the buttons installed in the bottom part of the control group. The backlighted button indicator corresponds to the valve open status. As the valve is opened, the valve open status indicator lights up on the mnemonic diagram. For the monitoring of moisture content in the liquid refrigerant and its condition, a sight glass is installed on the fluid line (moisture indicator). In the left hand part of the mnemonic diagram, above the compressor, a old/heat exchanger is installed.

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Control Panel
The control panel located in the right hand part of the screen page contains the conditioning system monitoring and control units: Monitoring and Control of Conditioner

In the top left part of the control unit there is POWER indicator lamp, which shows that the system is powered.

Below the indicator lamp, there is SUMMER-OFF-WINTER conditioner operating mode switch. If the switch is set to SUMMER position, the conditioner operates in the summer mode providing the cooling and drying of the air. With the switch set to OFF, the motors of the compressor, sea water pump and fan are disconnected from the power supply. When the switch is set to WINTER position, the conditioner operates either in the winter mode whereby the air is heated and saturated with moisture, or in the transient ventilation mode whereby there is no treatment of the air (air heaters and saturator are turned off). The heaters are turned on by using EATER1, HEATER2 buttons, in this case the buttons are backlighted. The buttons are installed in the left hand part of the control panel. The air temperature after the first and second levels of heaters is controlled automatically by varying the water steam feed with the use of steam control valves (direct acting temperature controls). In case of automatic steam control valve failure, the steam supply is controlled by using manual control valves.

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Controls of manual BP 1, BP 2 valves are installed on the control panel in the left bottom part.

The automatic humidity control is performed by the steam control valve of the first stage air heater. To attain this, during the switch to the winter operating mode, the system re-adjustment is performed, i.e. the setting of the necessary ratio of the air flow to the air heater 1 and saturator by using the manual control valve located above the air saturator on the mnemonic diagram. The air saturator control valve is adjusted by using H2O setter located on the control panel next to BP 1 and BP 2. The current valve status is shown on the digital indicator on the mnemonic diagram. Below the conditioner operating mode switch on the control panel there is a digital pressure gauge which shows pressure of the water steam fed to the system.

In the right hand part of the control panel there are three temperature gauges for the display of ambient temperature AMBIENT AIR, air temperature in the first duct DUCT 1 and in the second duct DUCT 2.

Located below the temperature gauges are devices for the display of the air relative humidity in the first and second ducts.

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To the left of the thermostatic controls installed on the control panel are digital setters of thermal switches monitoring the air temperature after the first and second air coolers and controlling the operation of solenoid valves at the supply and return of liquid refrigerant from the air coolers.

The air parameters are controlled by using a cabin air distribution switch set in the room. The current air temperature and humidity in the room is shown on the indicator set above the switch on the mnemonic diagram.

Monitoring and Control of Sea Water Supply The sea water pump supplies water to the condenser and compressor cooling.

To start the system operating it is first necessary to press VALVE button in the bottom part of the panel in order to open the valve for the supply of water to the compressor cooling. As the valve is opened, the button indictor is backlighted and the valve open status indicator lights up on the mnemonic diagram (below the compressor). Then turn on the sea water pump by using ON/OFF button on the control panel: the button indicator is backlighted. The pump ON indicator lights up on the mnemonic diagram. Set above the buttons on the control panel is the digital pressure gauge which shows the pumps charging pressure.

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With the pumps charging pressure low, an alarm is generated, and an appropriate lamp starts flickering in the bottom part of the screen. To the right of the pressure gauge on the control panel, there are temperature gauges showing sea water temperature INLET and temperature of the water removed from the condenser OUTLET. The sea water flow for the condenser cooling is controlled by using the condensing pressure control (water control valve) set on the water supply line to the condenser. PRESSURE SET unit for the control of the water control valve for maintaining a certain condensing pressure (8 11 bars) is in the centre of the control panel.

The current position (degree of openness) is shown on the digital condensing pressure indicator on the mnemonic diagram.

Monitoring and Control of Refrigeration Plant At an ambient temperature of 25 and more degrees, the conditioning system switches to SUMMER operating mode. In this case, it is serviced by the refrigerating plant.

The compressor refrigeration performance is controlled by taking its cylinders out of operation, pair by pair, on the account of electromagnetic pushing of suction valve plates with the drop of the suction pressure which varies with the change of the air coolers thermal load. Electromagnetic pushing devices are controlled by the low-pressure switch by means of a control system, which includes a time switch.

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The pressure switch is adjusted by using PRESSURE analog setter.

OFF scale is used for setting suction pressure; as this pressure is reached, the compressor cylinders start to turn off. ON scale is used for setting the pressure value; as this value is reached, the compressor cylinders will start to turn on. The following gauges are installed in the top part of the control panel: amperemeter (shows electrical motor current), SUCTION pressure/vacuum gauge (shows suction pressure), DISCHARGE pressure gauge (shows charging pressure), OIL pressure gauge (shows pressure in the compressor lubricating system).

With a high charging pressure, low suctions pressure or low pressure in the compressor lubricating system, an alarm is generated: appropriate lamps start flickering in the bottom part of the screen, and the compressor is stopped (Shut Down). In the centre of the control panel there are three pressure gauges for determining the liquid refrigerant temperature on the suction line SUCTION, on the charging line DISCHARGE, and condensation pressure CONDENSER.

With a high charging temperature of the compressor, an alarm is generated, and appropriate lamp starts flickering in the bottom part of the screen, the compressor stops (Shut Down). In the left hand part of the control panel, AUTO-MANUAL compressor operating mode switch is located.

As the switch is set to AUTO position, control of the compressor operation, master solenoid valve and solenoid valves of the evaporators is exercised automatically.

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If the switch is set to MANUAL position, to turn the compressor on, it is first necessary to open the master solenoid by pressing MASTER SOLENOID button on the control panel. The button indicator is backlighted, and the valve open status indicator lights up on the mnemonic diagram. In MANUAL mode, the compressors suction shut-off valve is closed, the charging valve is open, the electromagnetic pushing devices which raise the suction valve plates are ON, taking the cylinders out of operation and thus creating the compressors idle running. Then use ON button on the control panel to turn the compressor on. After the compressor has been started, the evaporator solenoid valves open up, in several seconds the pushing devices are activated, and its cylinders start operating. On the mnemonic diagram cylinder operation indicators light up. The suction valve of the compressor is opened via SUCTION VALVE setter in the right hand part of the control panel.

The current position (degree of openness) is shown on the digital indicator of the suction valve on the mnemonic diagram. OFF button on the control panel serves for turning the compressor off when the operating mode switch is set to MANUAL. As this is done, evaporator solenoid valves are closed. The air valve is controlled via AIR VALVE button. The backlighted button indicator corresponds to the valves open status. FILTER DRAIN button serves for the control of the valve on the liquid refrigerant exhaust line from the moisture eliminator. FILTER button serves for the control of the moisture eliminator shut-off valve. BYPASS button serves for the control of the moisture eliminator bypass valve. For the monitoring of moisture content in the liquid refrigerant and its condition, a sight glass is installed on the fluid line (moisture indicator). In the bottom part of the unit valve control buttons are located. The backlighted button indicator corresponds to the valves open status. As the valve opens, the valve open status indicator lights up on the mnemonic diagram.

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Button for the control of the shut-off valves on the liquid refrigerant drain from the receiver. Button for the control of the valve for the system replenishment with liquid refrigerant. Button for the control of the valve for the supply of oil into the compressor.

Button for the control of the air flap.

Alarm Signals
Low Press. Compr. Inlet low compressor suction pressure; High Press. Compr. Outlet high compressor charging pressure; Low Press. Lub. Oil low pressure of compressor lubricating oil; High T Compr. Outlet high temperature on the compressor charging side; Low Level Compr. Oil low lubricating oil level in the compressor; Low Press. Cool. Water low pressure of cooling (Sea) water; Solenoid Closed master solenoid is closed; Steam opened steam supply is open; Compressor Shut Down.

Safety System
No available as an individual device (system). It is implemented owing to the system automatics: shutdown of the refrigerating plant compressor in case of e.g. high charging pressure and temperature, low suction pressure of lubricating oil pressure.

System Faults Introduced by the Instructor


Condenser Fouling; Term. Exp. Valve 1 Fouling; Term. Exp. Valve 2 Fouling; Excessive moisture Filter; Air in System; Ref. Power fault; Refrigerant leakage; Ventilation fault air blower will not start; Air Filter fouling; Water Steam Reg.1 fault faulty control 1, full opening of steam valve; Water Steam Reg.2 fault faulty control 2, full opening of steam valve; Automatic Oil drain fault faulty oil separator, air supply is reduced;

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High Pressure Pressostat fault faulty pressostat, high pressure protection does not operate; Oil Leakage oil leakage from the compressor; SW Reg. Valve Fault faulty sea water valve, control for maintaining pressure in the condenser does not operate.

Directions on the Plant Operation and Maintenance


Procedure to Bring the Air Conditioning System into Operation in Summer Mode The air conditioning system is switched to the summer more as the ambient temperature grows to +25: 1. Set the conditioner operating mode switch to SUMMER position.

2. Open the valve for feeding water to the compressors cooling.

3. Turn on the sea water pump.

4. Open the shut-off valves on the liquid refrigerant circulation lines.

5. Adjust temperature switches.

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6. Set the compressors operating mode switch to MANUAL position.

7. Adjust the low pressure switch.

On OFF scale, set the suction pressure value whereupon, with some delay, the compressor cylinders will start to turn off. On ON scale, set the pressure value whereupon the compressor cylinders will start to turn on, by the timer, too. 8. Open the master solenoid valve.

9. Check if the compressor suction valve is closed.

10. Run the compressor.

As this is done, the electromagnetic actuators which raise the suction valve plates are ON, taking the cylinders out of operation and thus creating the compressors idle running. After the compressor has been run, the pushing devices are turned off in several seconds, and its cylinders start operating: 1. Partly open (to 5-10%) the compressor suction valve.

2. Check pressure in the compressor lubricating system.

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3. With normal oil pressure value, continue opening the suction valve observing safety precautions. 4. Set the compressor operating mode switch to AUTO position. 5. Use manual switches to set the desired air temperature in the cabins. 6. Use manual switches to set the desired air temperature in the cabins. Values of temperature and humidity in the cabin are shown on indicators.

7. Monitor the plant operating parameters maintaining their values within a standard range. The alarm system will signal about all the possible faults. As a monitored parameters reaches its limit value, and appropriate alarm lights up in the bottom part of the screen. Where no steps are made to normalise the compressor operation, SHUT DOWN protection is actuated, and the compressor is stopped, where after it can be brought back into operation in MANUAL mode only. Procedure to Bring the Air Conditioning System into Operation in Transient Mode The air conditioning system is switched to the transient mode at the ambient temperature of +15 to +25. Set the conditioner operating mode switch to WINTER position, turn off the heaters and humidifier: the fan only will remain operating.

Procedure to Bring the Air Conditioning System into Operation in Winter Mode The air conditioning system is switched to the winter operating mode when the ambient temperature drops to +15: 1. Set the conditioner operating mode switch to WINTER position. 2. Depending on the ambient temperature (t), tune on the first and second stage heaters. Ambient temperature after the first and second stage heaters, as well as relative humidity of the treated air is maintained automatically by using the direct-acting temperature controls (steam control valves). In this case, the first stage control maintains constant temperature at the first duct outlet, whereas the second stage control maintains temperature at the second duct outlet in accordance with its setting changed automatically with the ambient temperature.

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3. To control the air humidity, it is first necessary to turn on H2O valve manually monitoring the air humidity values in the first and second ducts. After it has been set, humidity is controlled automatically in accordance with the ambient temperature by the first duct temperature control.

4. Use manual switches in the cabin to set the desired temperature in the cabin. 5. Monitor the air conditioned operation parameters maintaining their values within the standard range. Refrigerant Replenishment The operation is performed if the refrigeration plant operating mode indicates insufficient refrigerant in the system (low refrigerant level in the receiver, gas bubbles in the sight glass, low suction pressure, excessive heating in the suction line and high temperature on the charging line): 1. Set the compressor operating mode switch to MANUAL position.

2. Close the shut-off valve on the liquid line after the receiver.

3. Open the make-up valve.

4. Monitor the refrigerant level by the sight glass on the receiver. 5. After the end of the process, close the make-up valve (the refrigerant level on the receiver sight glass is 50%). 6. Open the shut-off valve after the receiver. 7. Set the operating mode switch to AUTO position.

8. Monitor the refrigerating plant operation parameters. 9. In case of the system overfilling with liquid refrigerant, there may be damp compressor operation.

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Compressor Replenishment with Oil This is performed if the oil level in the sight glass on the compressor sump has dropped to below height mark. The oil should best be added with the compressor not running (oil level is clearly visible in the sight glass): 1. Set the compressor operating mode switch to MANUAL position.

2. Close the compressor suction valve. 3. After the suction pressure (in the sump) has dropped to a value below the atmospheric pressure (-0.5 bars), stop the compressor. 4. Open the oil make-up valve.

5. After the end of the process (oil level is not higher than 2/3 of the sight glass), close the valve. 6. Turn the compressor on.

7. Open the compressor suction valve.

8. Set the operating mode switch to AUTO position.

9. Monitor the refrigerating plant operating parameters. Air Discharge from the Refrigerant System This is performed if the pressure gauge needle on the charging line makes jerking oscillatory motions, and the charging pressure exceeds the optimum value by 2 bars or more: 1. Set the compressor operating mode switch to MANUAL position.

2. Close the compressor suction valve.

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3. Turn the compressor off.

4. Adjust the condensation pressure control to 100% opening (which corresponds to the setters position 5).

5. After the water temperature drops at the condenser outlet (OUTLET temperature gauge) down to the sea water temperature (INLET temperature gauge), open the valve for the discharge of air from the system. 6. As the charging pressure drops to the value corresponding to the optimum condensation temperature, i.e. as the temperature readings in DISCHARGE pressure gauge and DISCHARGE temperature gauge are equalised, close the air discharge valve. 7. Monitor the level of refrigerant by using the sight glass on the condenser (there should be no lowering of the level). 8. Adjust the condensation pressure control for the maintaining of the set pressure value (9-10 bars).

9. Turn the compressor on.

10. 11.

Open the compressor suction valve. Set the operating mode switch to AUTO position.

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Replacement if Moisture Eliminator This is done when the colour of the sight glass indicator changes. The indicator colour changes from green to yellow as the moisture penetrates in the refrigerant system: 1. Close the moisture eliminator shut-off valves.

2. Open the moisture eliminator bypass valve.

3. Open the valve for drawing off refrigerant from the moisture eliminator for several minutes (1-2 minutes). 4. Close the valve for drawing off refrigerant from the moisture eliminator. 5. Open the moisture eliminator shut-off valves. 6. Close the moisture eliminator bypass valve. As this is done, the indicator colour will change from the yellow colour to green, i.e. there will be an imitation of the moisture eliminator replacement. Elimination of Compressor Damp Operation This is performed if there is a sharp drop of temperature on the charging line (down to +10-0), overheating decreases, the compressor noise changes to dull, the cylinder walls and sump are covered with ice (if there is considerable flooding with liquid refrigerant), rattling noise appears, and the amperemeter needle goes beyond the red line: 1. Close the compressor suction valve leaving it 5-10% open.

2. After the indications of damp operation disappear, open the compressor suction valve slowly. 3. Check oil level in the sump replenish the compressor with oil as required. Breakage of Conditioner Fan If a fan is broken, air is supplied to this conditioner by the fan of the conditioner on the other board through the air flap. To do this, press the air flap control button.

You can act in much the same way in case of the fan air filter fouling until it is replaced (the fault is eliminated from the instructor workplace).

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Breakage of Automatic Steam Control Valve If the automatic steam control valve is broken: 1. Close the shut-off valves Bypass 1 and Bypass 2 of the steam control (for the time of the repairs).

2. Open the manual control valve on the bypass line, adjusting its flow by the readings of temperature gauges at the outlets of the first and second ducts.

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